». ! | . 

.‘5MBtf 


B O O K 


-OF:- 


HiB lillAliM Efit II C A f* 


WA^ 


\ S S O C I AT E O Ji 


AUGUST 1914 















A 


l 




RULE BOOK 


OF 


THE AMERICAN RAILWAY ASSOCIATION. 


'! 


AUGUST, 1914 


PUBLISHED BY 


THE AMERICAN RAILWAY ASSOCIATION 
75 CHURCH STREET, NEW YORK 


CONTENTS. 






N \ 


. s !* 

O ' 


American Railway Association, 

Articles of Organization and By-Laws.3-12 

Automatic Train Control.34-35 

Cards Permitted on Freight Cars.36-39 

Detour Agreement.315-318 

Diagram of Limiting Clearance Lines for Third Rail 
and Permanent Way Structures and Rolling Equip¬ 
ment.40 

Diagram Showing Inside Measurements of Standard 

Box Car.74 

Per Diem Rates.33 

Rail Sections, Type “A”. 82-86 

Rail Sections, Type “B”.87-91 

Specifications for Carbon Steel Rails.75-81 

Specifications for Overhead Crossings of Electric Light 

and Power Lines.63-73 

Standing Resolutions.13-33 

Trimming Coal on Freight Cars.92 


Rules of The American Railway Association, 

Air Brake and Train Air Signal.273-280 

Block Signal. 231-262 

Car Service.;.301-314 

Inspection and Certification of Box Cars, Before 

Loading with Freight Subject to Damage.41-43 

Interlocking.263-272 

National Car Demurrage.319-368 

Per Diem.369-388 

Physical and Educational Qualifications of Employes.281-300 

Preservation of Wrecked Freight.62 

Rules and Regulations for the Transportation of Ex¬ 
plosives and Other Dangerous Articles by Freight 
and Express and Specifications for Shipping Con¬ 
tainers.399-620 

Storage. 393-398 

Stowing of Eggs in Refrigerator Cars.44-61 

Switching Reclaim. 389-392 

Track Scale Specifications and Rules.93-148 

Train.157-230 

Weighing and Reweighing of Carload Freight.149-156 


Gift 

Asscciatioa 
DEC 5 1914 
































4 


3 


Articles of Organization 


AND 


BY-LAWS 


OF 


THE AMERICAN RAILWAY ASSOCIATION. 


ADOPTED OCTOBER 11, 1899 WITH AMENDMENTS 
AGREED TO MAY 20, 1914. 


(First Permanent Organization, April 14, 1875. Consolidated and Rules of Order 

Adopted April 14, 1886.) 


4 


THE AMERICAN RAILWAY ASSOCIATION. 


ARTICLES OF ORGANIZATION. 

/ 

Article 1. The name of this organization is “The American 
Railway Association.” 

/ 

Article 2. Its object is the discussion and recommendation of 
methods for the management and operation of American railways. • 

Article 3. Its action shall be recommendatory and not be 
binding upon any member. 

Article 4. Its membership consists of common carriers which 
operate American steam railways, but no common carrier operating 
less than one hundred miles of road, including trackage rights, or 
which operates primarily as a plant facility shall be eligible for 
membership. 

' Every carrier now a member of the Association, or hereafter 
admitted to membership, shall be entitled to exercise the right of 
one membership for each one thousand miles of road, or fraction 
thereof, operated by it, including trackage rights, provided, how¬ 
ever, that from time to time the Executive Committee shall 
group such carriers in systems according to their intercorporate 
relations, and the aggregate operated mileage of all carriers 
included in a system so determined, shall on the basis above 
stated, be the measure of the number of memberships to be 
exercised by all the carriers included in any such system ; and 
provided further, that every such system shall, by agreement 
among the carriers included therein, distribute from time to 
time among such carriers the memberships to which such system 
shall be entitled as aforesaid, and shall certify such distribution 
in writing to the Association, whereupon the carriers so designated 
may and shall severally exercise the rights and assume the re¬ 
sponsibilities of the number of memberships so assigned to them 
respectively until another such designation shall have been made. 

The Executive Committee shall in all cases determine the quali¬ 
fications for membership under these articles. 




5 


Articles of Organization. 

The Executive Committee may admit to the Association as as¬ 
sociate members common carriers which, in the judgment of the 
Executive Committee, are not eligible for membership. 

Article 5. Each membership is entitled to one vote, which vote 
shall be cast only by an official of the member voting. Associates 
shall not be entitled to vote, but otherwise shall have the same 
standing as members. 

No official or a member below the grade of a division superin¬ 
tendent shall cast a vote without written authority from the actual 
or present ranking operating officer of the member voting. 

Article 6. Membership may be terminated by formal with¬ 
drawal after the payment of assessments due; or, if a member 
shall fail to pay its dues and assessments for two consecutive years 
Its membership may be terminated by the Executive Committee. 

Article 7. Its officers consist of a President, a First Vice- 
President, a Second Vice-President, a General Secretary and a 
Treasurer. The President and the Vice-Presidents must be offi¬ 
cers of companies members of the Association. The term of eacli 
of these officers is tw r o years. 

A vacancy in any of the offices shall be filled by vote of the 
Executive Committee for the unexpired term. 

The Committees for conducting the work of the Association as 
an organization shall consist of an Executive Committee of nine 
elected members, including the President and the Vice-Presidents, 
and a Committee on Nominations of five members. 

Ex-Presidents of the Association shall also be members of the 
Executive Committee so long as they shall be eligible to serve on 
committees as provided in Section 16 of the By-Laws. 

Article 8. It is the duty of the President to preside at all 
meetings of the Association and to exercise a general supervision 
over the affairs of the Association. He shall be ex officio a mem¬ 
ber of all Committees. In his absence the First Vice-President, 
and in his absence the Second Vice-President, shall perform the 
duties of the President. 

Article 9. It is the duty of the General Secretary to keep a 
full and complete record of the proceedings of each regular and 
special session, to notify members of the date and location of, and 
to provide printed copies of the proceedings of each session; to 
compile information for the use of the Association and of the 
various committees thereof. He shall act as Secretary of the 
Executive Committee and the Committee on Nominations. He 
shall either act as the Secretary of the other committees, or in 
connection with the Chairman of any committee he may appoint 


6 


Articles of Organization. 

the Secretary thereof, and shall see that the minutes of the ses¬ 
sions and of its several divisions are properly kept, and from time 
to time shall attend their sessions. He shall require that the Sec¬ 
retary of each committee or division shall deposit in his office 
immediately after its meeting a synopsis of its proceedings, and a 
duplicate of the entire proceedings of each meeting, when com¬ 
pleted, for filing with the records of the Association. He shall be 
the custodian of the Library and of all records of the Association 
and its several committees, and under the direction of the Presi¬ 
dent and Executive Committee shall authorize all disbursements 
on account thereof. He shall select an Assistant General Secre¬ 
tary and such other assistants as the business of the Association 
may require, subject to the approval of the Executive Committee, 
and shall perform such other duties as the Association or the By- 
Laws may prescribe. 

Article 10. The Treasurer shall receive, disburse and account 
for all monies received or expended, and shall deposit the funds of 
the Association in such banks or places of deposit as may be 
approved by the Executive Committee. He shall make a semi¬ 
annual report of the finances in detail to the Executive Committee, 
for presentation to the Association at its regular sessions. He 
may, with the consent of the Executive Committee, select an 
Assistant Treasurer to act in his absence. 

Article 11. These Articles may not be amended except by a 
four-fifths vote of the members of the Association present, and 
then only after such amendment has been proposed at one regular 
session for consideration at the next regular session. 


BY-LAWS. 

Section 1. Regular sessions of the Association will be held 
on the third Wednesday of May and November of each year at 
such places as the Association may determine. Special sessions 
shall be called by the President at the request of the Executive 
Committee, or on the written request of ten members. The 
Executive Committee may‘change the date or place of a regular 
session when in its judgment the best interests of the Association 
will be thereby conserved. 

Section 2. In addition to the Executive Committee and the 
Committee on Nominations, the organization includes the follow¬ 
ing Standing Committees: 

A Committee on Transportation, nine members. 

A Committee on Maintenance, nine members. 

A Committee on Relations between Railroads, nine members. 


7 


By-Laws. 

A Committee on the Safe Transportation of Explosives and 
Other Dangerous Articles, nine members. 

A Committee on Electrical Working, seven members. 

Section 3. Two members of the Executive Committee will be 
elected at the May session, to serve for three years. Three mem¬ 
bers of the Committee on Nominations will be elected at the May 
session, and two at the November session, each to serve for one 
year. 

Three members of the Committee on Transportation, three 
members of the Committee on Maintenance, and three members 
of the Committee on Relations between Railroads will be elected 
at the May session, each to serve for three years. Three members 
of the Committee on the Safe Transportation of Explosives and 
Other Dangerous Articles, and two members of the Committee on 
Electrical Working for the first and second years and three mem¬ 
bers for the third year, and so on, will be elected at the November 
session, each to serve for three years. 

Section 4. It is the duty of the Executive Committee to decide 
upon applications for membership; authorize the expenditure of 
money; and act as an advisory committee to the President. It 
shall select a General Secretary and a Treasurer, and provide for 
the auditing of the accounts. It shall offer the names of nine 
persons at the May session and of six persons at the November 
session as candidates for the Committee on Nominations. The 
names so offered shall be reported in accordance with the pro¬ 
visions of Section 13. It shall also nominate three cities to be 
voted for as the place for holding the next session. 

It shall make a report at each regular session, which report 
shall include a detailed financial statement, the action it has taken 
and recommendations it may have to suggest on matters of 
importance to the Association. 

Whenever from any cause a committee shall cease to have a 
quorum in its membership the Executive Committee may make 
such appointments as may be necessary to fill the vacancies. 

Section 5. It is the duty of the Committee on Nominations to 
offer each second year the names of three persons as candidates 
for President and three for First Vice-President and three for 
Second Vice-President, and the names of six persons each year as 
candidates for the Executive Committee at the May session. The 
candidates for First Vice-President and for Second Vice-President 
shall be named on alternate years. Each person so named shall 
be an officer of a member. It shall also present the names of 
nine members as candidates for the Committee on Transportation. 


8 


By-Laws. 

the names of nine members as candidates for the Committee on 
Maintenance, and the names of nine members as candidates for 
the Committee on Relations between Railroads at the May ses¬ 
sion ; and the names of nine members as candidates for the 
Committee on the Safe Transportation of Explosives and Other 
Dangerous Articles, and the names of six (or* nine) members as 
candidates for the Committee on Electrical Working at the No¬ 
vember session. Nominations for officers or membership on any 
committee may be made by any member at the session at which 
officers or members of committees are by these By-Laws to be 
chosen. 

« 

Section 6. It is the duty of the Committee on Transportation 
to examine into and report upon questions affecting transportation, 
such as Train Rules, Rules for the operation of Interlocking and 
Block Signals, Rules for Detouring of Trains, etc. 

Section 7. It is the duty of the Committee on Maintenance to 
consider and report upon questions affecting the maintenance of 
way and the maintenance of equipment and standards relating 
thereto. 

Section 8. It is the duty of the Committee on Relations be¬ 
tween Railroads to consider and report upon questions affecting 
the interchange of business between railway companies, such as 
the distribution and accounting for cars, demurrage, the use of the 
Standard Cipher Code, etc. 

Section 9. It shall be the duty of the Committee on the Safe 
Transportation of Explosives and other Dangerous Articles to con¬ 
sider and report upon all questions affecting the Rules and Regu¬ 
lations for the transportation of such articles. 

Section 10. It is the duty of the Committee on Electrical 
Working to examine into and report upon questions affecting 
the application of electrical power to railway service. 

Section 11. The standing committees may be divided into 
divisions, so as to permit of more effective control and disposition 
of the matters under their charge. The Chairman of the Com¬ 
mittee shall be ex officio Chairman of the Divisions. A Vice- 
Chairman may be elected for each Division, to preside in the 
absence of the Chairman, and to perform such other duties as the 
Chairman may delegate to him. 

Section 12. Any committee, except the Executive Committee 
and Nominating Committee, may, with the approval of the Asso¬ 
ciation on the recommendation of the Executive Committee, in¬ 
crease the committee by appointing a Chairman, who need not 
be an officer of a company which is a member of the Association. 


9 


By-Laws. 

Section 33. Reports of standing committees, except that of 
the Executive Committee, shall be formulated at least thirty days 
prior to the date of the session at which they will be considered by 
the Association and copies forwarded to the members by the Gen¬ 
eral Secretary with the call for the meeting. 

Section 14. The Chairmen of the several committees of the 
Association shall constitute a Council which may be called upon 
by the President or the Executive Committee, for consultation 
concerning the affairs of the Association. 

Section 15. Each member of a committee, except as otherwise 
provided, shall be designated by the name of a company. The 
chief executive officer of each company so selected, or an official 
designated by him, shall become the member of the committee. 
A person who becomes a member of a committee shall continue to 
perform the duties thereof so long as he is an official of a member 
of the Association, whether the original member or another. A 
vacancy in a committee caused by resignation or disability shall be 
filled by the vote of its remaining members, except as provided in 
Section 4. 

When a member of a committee shall be absent consecutively 
from three regularly called meetings of the committee his member¬ 
ship ceases ipso facto, and the committee shall act as in the case 
of a vacancy from any other cause. 

A person shall not serve contemporaneously on more than one 
standing committee. 

Section 16. Any officer of a member will be admitted to the 
sessions, and may join in the discussions or serve on the com¬ 
mittees of the Association. 

Section 17. Thirty members shall constitute a quorum for the 
transaction of business, but a less number may adjourn from time 
to time. 

Section 18. Each membership will pay an annual fee of $10 
and such other sums as may be assessed by the Executive Com¬ 
mittee for conducting the affairs of the Association. Each asso¬ 
ciate shall pay annual dues of $20, but will not be subject to assess¬ 
ments. Annual dues shall be payable on April 1st. Assessments 
when made will be based upon the number of miles of road 
operated, leased or controlled by each member, as given in the 
“Official Railway Guide” for the month previous to the date 
on which the assessment shall be payable, or on such other basis 
as may be decided upon from time to time by the Executive Com¬ 
mittee. 


10 


By-Laws. 

Section 19. A member will not be entitled to vote if in arrears 
to the Association. 

Section 20. Each member has the privilege of voting for one 
candidate named for President, and one for First Vice-President 
and one for Second Vice-President, and for any two candidates for 
membership on the Executive Committee, and for any two (or 
three) candidates for membership on the Committee on Nomina¬ 
tions and the Committee on Electrical Working, and for any three 
candidates for membership on the Committee on Transportation, 
the Committee on Maintenance, the Committee on Relations be¬ 
tween Railroads, and the Committee on the Safe Transportation 
of Explosives and Other Dangerous Articles. The persons receiv¬ 
ing the highest number of votes cast for President and for First 
and Second Vice-Presidents shall be declared elected. The two 
persons receiving the highest number of votes cast for membership 
on the Executive Committee; the two (or three) persons receiving 
the highest number of votes cast for membership on the Committee 
on Nominations, and the Committee on Electrical Working, the 
three members receiving the highest number of votes cast for mem¬ 
bership on the Committee on Transportation, the Committee on 
Maintenance, the Committee on the Safe Transportation of Explo¬ 
sives and Other Dangerous Articles, and the Committee on Rela¬ 
tions between Railroads, shall be declared elected. A plurality of 
the votes cast shall decide the place for the next session. All such 
votes will be by ballot on forms prepared by the Committee on 
Nominations. A member may cast a ballot for any person for 
office of for any member of the Association for membership on any 
committee. 

Section 21. A vote in the sessions of the Association may be 
taken viva voce , by rising, by roll-call or by ballot, in any of which 
only members shall participate. 

Letter ballots may be ordered to be taken in such manner and 
under such conditions as the Association may, by resolution, from 
time to time direct. 

Section 22. In all ballots for officers or members of com¬ 
mittees at meetings of the Association, the following form of 
voting shall be adhered to: 

An envelope shall be provided on which there shall be a blank 
space for the name of the member, the name of the official voting 
and the number of votes which he casts. In these envelopes 
the ballots shall be placed by those voting them, and they shall 
then be presented to the general tellers. 


11 


By-Laws. 

When a ballot is to be taken, the President will announce the 
names of all required tellers. Three general tellers shall have 
charge of receiving and recording the ballots cast, and shall count 
the votes for the place of the next session. When all ballots have 
been cast these tellers will announce that the polls are closed. 
They shall then deliver the ballots marked “For Officers” to two 
tellers, who shall count and announce the vote for officers, and 

those marked “For - Committees,” to two tellers for each 

committee to be voted for, and these tellers shall count and 
announce the vote for members of committees. 

The general tellers shall record and announce the total number 
of votes cast and the result of the vote for the place of the next 
session, and shall be the judges of the legality of any ballot pre¬ 
sented. 

In ballots taken at the sessions for any other than election pur¬ 
poses, the same form shall be adhered to as nearly as may be 
practical for the purpose. 

When a ballot for officers or membership in committees or for 
the place of the next session shall be announced as having eventu¬ 
ated in a tie vote, or be otherwise undecided, upon such announce¬ 
ment the final result shall be determined by the members present. 

Section 23. At all sessions of the Association the regular 
order, unless otherwise directed by a majority of the members 
present, shall be as follows: 

1. Announcement of members present. 

2. Approval of minutes of previous meeting. 

3. Reports of committees. 

4. Unfinished business. 

5. Miscellaneous business. 

The election for officers, members of committees, etc., shall be 
held immediately before the noon recess of the first day’s meeting 
of the session, and be reported to the Association after the recess. 

Section 24. The several officers of the Association and mem¬ 
bers of committees shall serve for the periods designated in these 
articles or until their successors are elected and qualified. Any 
officer may resign by giving notice to the Association through its 
president; any member of a committee may resign by giving 
notice to its Chairman. 

Section 25. The proceedings of this Association are governed 
by “Robert’s Rules of Order,” except as otherwise herein pro¬ 
vided. 



12 


By-Laws. 

Section 26. These By-Laws may not be amended except by a 
two-thirds vote of the members present, and then only after such 
amendment has been proposed at one regular session for consid¬ 
eration at the next regular session. 






STANDING RESOLUTIONS 

OF 


THE AMERICAN RAILWAY ASSOCIATION. 


14 


THE AMERICAN RAILWAY ASSOCIATION. 

t 


STANDING RESOLUTIONS. 

APPOINTMENT OF COMMISSION ON CAR SERVICE FOR 
PURPOSE OF SUPERVISING OBSERVANCE OF PER 
DIEM RULE 3, AS AUTHORIZED BY PER 
DIEM RULE 19. 

Resolved, That the resolution adopted by the Association on 
November 20, 1912, covering action to be taken under the appoint¬ 
ment of the Commissions organized for the purpose of supervising 
the observance of Per Diem Rule 3, governing the handling of 
freight cars, be and is hereby repealed and in place thereof, the 
following be adopted: 

Resolved, That the members of all the several Commissions 
appointed by the President under the provisions of the resolution 
passed on November 20, 1912, be consolidated as a single Com¬ 
mission, with the Chairman of Commission No. 1 as Chairman, 
the Chairman to assign not less than three members of said Com¬ 
mission or of other members of the Executive Committee to hear 
any particular case. 

The Commission so appointed will proceed to make, either 

directly or through its authorized representatives, such investiga- 

% 

tion as may be necessary, as provided under Paragraph 4 of said 
rule, and thereafter to take appropriate action, as authorized by 
other paragraphs of Per Diem Rule 19. 

Complaints should be addressed to the General Secretary, and 
should comprise all necessary details of the basis of such com¬ 
plaints .—Adopted November 19, 1913. 

APPOINTMENT OF COMMITTEE ON STANDARD TIME. 

Resolved, That the President of The American Railway Asso¬ 
ciation be, and is hereby, authorized to appoint a Committee of 
nine members to investigate such changes as have been or may be 
suggested in the system of Uniform Standard Time, as adopted in 
the United States in 1883, and to present a complete report upon 
the subject to The American Railway Association for consideration 
at the November session of this year; and that all members of the 
Association whose lines are located in the section assigned in 1883 
to Central Time be earnestly requested to abstain from the use of 
Eastern Time until the report of this Committee shall have been 
presented and finally acted upon .—Adopted May 20, 1914. • 



15 


Standing Resolutions. 

AUTOMATIC DIAL SCALES. 

Resolved, That the recommendations of the Sub-Committee on 
Weighing in regard to the use of automatic dial scales be 
approved. 

These recommendations read as follows: 

“To insure protection of revenue, the necessity exists for the 
weighing of a continually increasing amount of L. C. L. freight. 
A large percentage of such freight being received near the closing 
hours of freight houses makes it necessary to weigh and record 
weights quickly and accurately, that trains may be dispatched on 
schedule. A number of types of automatic dial attachments for 
application to scales for weighing L. C. L. freight have been 
perfected to a practical degree of accuracy and durability. The 
use of such automatic dial attachments will increase the speed of 
the weighing of L. C. L. freight from two to three times, and 
with less liability of error in the recording of weights. The 
Sub-Committee is of the opinion that, where warranted by the 
amount of L. C. L. freight to be weighed, or the method of or 
congestion in its handling, the use of approved automatic dial 
attachments will contribute to economy and dispatch .”—Adopted 
May 21, 1913. 

AUTOMATIC TRAIN CONTROL. 

(See pages 34 and 35.) 

Resolved, That the “Requisites of Installation and Adjuncts 
for Automatic Train Control,” as amended and recommended 
by the Joint Committee on Automatic Train Stops, be approved. 
—Adopted May 20, 1914. 

BASIS FOR ASSESSMENTS. 

Resolved , That, in the calculation of the number of miles upon 
which assessments are made under Section 18 of the By-Laws the 
miles operated under trackage rights shall be included. 

Resolved, That when assessments are ordered by the Executive 
Committee or votes are taken based upon freight cars owned or 
controlled, they shall be calculated upon the number of freight 
cars as reported for each road in the Official Railway Equipment 
Register for the month previous to the date upon which the assess¬ 
ment is levied or the vote taken .—Adopted May 15, 1912. 

CAR CHAINS. ... 

Resolved, That when two or more cars chained together, or any 
cars which require switch chains to handle them, are delivered .to 
connecting lines, the cost of such chains should not be carried as 
advances on billing. ... 

Settlements in all cases should be made as required by M. G, 
B. Rule 47 .—Adopted May 20, 1914. 


16 


Standing Resolutions. 

CARDS PERMITTED ON FREIGHT CARS. 

( See specimen cards, pages 36-39.) 

Resolved , That the only cards that shall be permitted on cars 
shall be as follows: 

Routing Cards. —To be of cardboard; maximum size, vertical 
dimension, five inches; horizontal dimensions, eight inches. 

To be permitted on all loaded cars. 

The text to be as follows: No picture or trade-mark to be per¬ 
mitted. Space for railroad information to occupy lower three- 
fifths of card. Any printing on the upper two-fifths to be limited 
to letters not exceeding one-half inch in any dimension. All 
printing to be in black ink. Any deviation from the above will be 
considered as an advertisement, and cards should be removed and 
charges made in accordance with M. C. B. Rules 45* and 107. 

They may be affixed by shippers, not to exceed one card on each 
side of a car; must not be pasted or glued, but placed in rack or 
on specified location when such is provided for in local rules. 

Special Placards. —These shall be such as are required by the 
Interstate Commerce Commission Regulations for the Transpor¬ 
tation of Explosives and Other Dangerous Articles by Freight 
and by Express, and are to be of the size as therein described. 
They shall be used, be of the text and be attached to the cars 
as prescribed by said Regulations. 

Symbol and M. C. B. Cards. —These are prescribed by indi¬ 
vidual roads for special purposes. Their size, use, text and method 
of application will be prescribed by each individual road to suit its 
requirements. 

SPECIAL CARDS REQUIRED BY THE FEDERAL OR STATE GOVERNMENTS. 

Customs Regulation card printed on red cardboard, eight inches 
by ten and one-half inches in size, which specifies the penalty for 
the unlawful removal of the United States Customs Seals, and 
will be used as prescribed by the United States Customs Regu¬ 
lations. 

Other cards required by the laws of the United States and with¬ 
in some of the States.— Adopted November 18, 1908; amended , 
May 21, 1913. 

C. E. FORM 5. 

Resolved , That the C. E. Form 5, covering the Standard Form 
for Freight Car Location Blank, as recommended by the Com¬ 
mittee on Relations between Railroads, be approved.— Adopted 
November 20, 1912. 

Resolved, That the report on A. R. A. Form C. E. 5, “Location 
of Freight Cars,” as required by the Interstate Commerce Commis¬ 
sion in its order of November, 1912, be made as of the 1st day of 


« 


*New M. C. B. Rule 36. 





17 


Standing Resolutions. 

each month instead as of the 1st and 15th, as heretofore.—Adopted 
May 20, 1914. 

C. E. FORM 6. 

Resolved, That the monthly report of home and foreign freight 
cars light weighed, C. E. Form 6, as recommended by the Com¬ 
mittee on Relations between Railroads, be adopted as standard.— 
Adopted May 21, 1913. 


C. E. FORM 8. 

Resolved, That members of the Association be requested to re¬ 
port monthly on Form C. E. 8 the location of their box cars on 
foreign lines and of foreign box cars on their lines, these reports 
to cover all box, cars, including ventilated box cars and box cars 
for furniture and automobiles, excluding only refrigerator cars. 

Note. —Refrigerator cars are defined as “box cars with com¬ 
plete insulation and ice boxes.”— Adopted December 3, 1913. 

CLEARANCES FOR ROLLING STOCK AND MAINTENANCE 

OF WAY STRUCTURES. 

Whereas, There is a constantly increasing number of roads 
being equipped electrically, which roads, in the natural course of 
business, interchange rolling stock with other lines not so equipped, 
and, 

Whereas, Unless lines of clearances for both rolling stock and 
maintenance of way structures are established, so that such inter¬ 
change can be effected without interference, great inconvenience 
and expense will inevitably follow; therefore, 

(1) Resolved, That the diagram showing lines of clearance as 
presented in the report of the Committee on Third Rail Working 
Conductors,* dated March 23, 1908, be approved and made the 
standard of The American Railway Association; and that in the 
future construction of rolling stock and roadways, these clearance 
lines be carefully adhered to by the members of the Association. 

(2) Resolved, That in designs of new rolling equipment which 
is to be used in interchange, the clearance line K' A' B' C', includ¬ 
ing such horizontal and vertical variations which may in any 
reasonable probability occur in combination at one time, should 
not be exceeded. In determining this, the position of the equip¬ 
ment on a 20° curve should be considered, making allowance for 
the side-throw of the bolster and the consequent effect on the 
location of such portions of the equipment that are attached to 
the car body. Variations in equipment should be allowed for as 
follows: Horizontal, 2 y 2 inches in all; vertical, 4 inches in all. 

(3) Resolved, That in design of new bridges, trestles, tunnels 
and platforms, no part that is continuous for more than 7 feet 

♦Committee on Electrical Working. 



18 


Standing Resolutions. 

should come within the space indicated for third-rail structures, 
i. e., A, B, C, D, E, F, G, H, I, J, K, and should preferably clear 
this line by at least 1 inch, as is shown by the line C", D", E", F", 
G", but that structures which are not continuous for more than 
7 feet may be allowed to come to the line XY.— Adopted April 
22, 1908. 

Note. — Amended May 15, 1912, by the adoption of a new dia¬ 
gram of limiting clearance lines for third rail and permanent 
way structures and rolling equipment. See page 40. 

COPIES OF PROCEEDINGS. 

Resolved, That the Secretary be authorized to furnish all com¬ 
panies members of the Convention with three copies of the Pro¬ 
ceedings of each session of the Convention, and that any company 
ordering additional copies be required to pay for the same at a 
price to be fixed by the Secretary, based upon the cost.— Adopted 
October 10, 1888. 

Resolved, That the Secretary be authorized to supply copies of 
the Proceedings of the Convention to parties not members of the 
Convention at one dollar per copy.— Adopted October 9, 1889. 

DELAY FOR DIVERSION OF PRIVATE EQUIPMENT. 

Resolved, That no penalty payment for delay or diversion, or 
any other payment, can be made properly and legally to private 
car lines for their cars, excepting such as are authorized in tariffs 
filed with the Interstate Commerce Commission.— Adopted May 
17, 1911. 

DESIGNATION OF TRANSPORTATION OFFICERS TO ACT 

UNDER PER DIEM RULES. 

Resolved, That railroad companies be and are hereby requested 
to keep the Official Railway Equipment Register advised as to the 
transportation officers designated by them to act under the Code 
of Per Diem Rules, in order that the names of such officers may 
be readily ascertained.— Adopted May 19, 1909; amended December 
3, 1913. 

INTERCHANGE REPORTS. 

Whereas, The present Interchange Reports in many cases are 
inaccurate and do not give the necessary information; therefore, 
be it 

Resolved, That too much care cannot be taken to insure accu¬ 
racy and in checking of Interchange Reports, and further, when 
empty cars are interchanged, the Interchange Report should in¬ 
clude information giving the reason for the delivery.— Adopted 
October 30, 1907. 


19 


Standing Resolutions. 

Resolved, That the Interchange Report be made in quadrupli¬ 
cate, signed by the proper representative of the delivering road 
and certified by the proper representative of the receiving road 
after thorough checking, the original with one copy to be returned 
to the delivering road, to the end that each local representative 
and each Car Record Office may have identical copies of the same 
report.— Adopted October 30, 1907; amended November 18, 1908. 

Resolved, That the standard form of Interchange Blank, Form 
B-l, be printed on a light pink paper when used for deliveries and 
on light yellow paper when used for cars received.— Adopted De¬ 
cember 3, 1913. 

Resolved, That two weights of paper be used for the Inter¬ 
change Report, Form No. (B-l), as follows: 

First. —That the main report, which is filed intact, be printed 
on a good quality of bond paper of the basis of 14 pounds to the 
ream of 500 sheets of the size, 17 x 28 inches. 

Second. —That the sheets which are to be cut up be printed on a 
good quality of bond paper of the basis of 24 pounds to the ream 
of 500 sheets of the size, 17 x 28 inches.— Adopted May 20, 1914. 

LARGE CAR CONSTRUCTION. 

Resolved, That this Association endorses the majority report on 
“large car construction,” contained in Report No. 265 of the Com¬ 
missioner of the Joint Traffic Association of March 15, 1897. In 
its opinion any effort to control the dimensions of cars through the 
operating departments alone would be futile, and this Association, 
therefore, regards it as vital that traffic officers should at once take 
the necessary steps to carry out the recommendations of that part 
of the report which relates to classifications and minimums, viz.: 

“Your Committee finds no difficulty in reaching the conclusion 
that the remedy for the evils from which we now suffer by reason 
of the varied sizes and capacities of freight cars, and the tendency 
to increase dimensions and depart from uniformity, rather than 
adopt practices tending to uniformity, must be applied by the traffic 
officers through classifications and minimums. And your Com¬ 
mittee earnestly urge that the respective Associations take such 
action as will bring about a material modification of the existing 
practice, to the end that such minimums may be established as will 
equitably adapt themselves to the different capacities of the cars 
now in service. We feel that better immediate results may be 
accomplished in this direction than in any other.”— Adopted Octo¬ 
ber G, 1897. 

LOCATION OF HANDHOLDS AND GRAB-IRONS. 

Resolved , Each box and stock car should have two iron or 
wooden ladders, with not less than five steps to each ladder; the 


20 


Standing Resolutions. 

steps to be not less than 2 y 2 Inches from side or end of car; each 
ladder to have a handhold on the roof directly over top of ladder. 
When iron ladders are used and placed on ends of car, the bottom 
step to have a guard or projection to prevent men from slipping 
when swinging around the end of car to get on the step. 

When the ladder is placed on the ends of a car a handhold 
should be placed on opposite side of the end of car from the lad¬ 
der, and when ladder is on sides of car two such handles should be 
placed on each end of car about 24 inches above the bottom of 
the sill. 

On all freight cars which are not equipped with ladders (such 
as flat cars) two handholds should be attached to each end sill. 
Handholds on end sills should have at least two inches clearance 
behind them, and all other handholds should have at least 2*4 
inches clearance behind them. 

All handholds should be made of iron not less than five-eighths 
inch in diameter. Handholds on sides and ends of cars should be 
at least two feet long in the clear; those on end sills to be made 
shorter only when it is impossible to use this length .—Adopted 
October 17, 1894. 

METHOD OF COMPUTING THE AVERAGE MILES 

PER CAR PER DAY. 

Resolved , That the following be adopted as a standing reso¬ 
lution : 

The average miles per car per day will be computed as follows: 
(a) Freight Car Mileage: 

1. The mileage should include the loaded and empty miles 
made by all freight cars (exclusive of caboose cars) handled in 
freight and mixed trains. 

2. The mileage should be computed from conductors’ train 
reports. 

(&) Freight Car Days: 

1. An inventory should be taken from the records on Wednes¬ 
day of each week, which must include every freight car (exclusive 
of caboose cars and cars permanently assigned to maintenance of 
way service) for which an interchange record or other tangible 
evidence of delivery to a connecting line cannot be produced. 
Divide the aggregate number of cars obtained from these inven¬ 
tories by the number of inventories taken, the result being the 
average daily number of cars on line. 

2. Multiply the average thus obtained by the number of calendar 
days in the month, the result being the total car days for the 
month. This figure may be corrected by an actual count of car 
days from the record. 


21 


Standing Resolutions. 

(c) Miles Per Car Day: 

Divide the freight car mileage by the freight car days, the result 
being the average miles per car per day. 

Note. —All computations under these rules should be separated 
as between home and foreign cars. 

Adopted "November 18, 1908. 
NATIONAL CAR DEMURRAGE RULES. 

CAR DISTRIBUTION RULES. 

Resolved, That proper car distribution rules, as referred to in 
the note to National Car Demurrage Rule 1, Section B, should 
include a provision to the effect that empties placed in time for 
loading and not loaded, part loads and loaded cars for which 
hilling has not been furnished, be charged against the succeeding 
day’s allotment .—Adopted May 21, 1913. 

EXPLANATIONS TO NATIONAL CAR DEMURRAGE RULES. 

Resolved , That the explanations to the National Car Demurrage 
Rules approved by the American Railway Association should be 
included in the demurrage tariffs filed with the Interstate Com¬ 
merce Commission .—Adopted November 1G, 1910. 

PACKING, MARKING AND HANDLING FREIGHT. 

CLEANING CARS WHEN MADE EMPTY, AND PREPARING FOR LOADING CARS 
TO BE LOADED BY RAILROADS WITH LESS THAN CARLOAD FREIGHT. 

Resolved, That cars when made empty and being prepared for 
loading with less than carload freight should be cleaned, and that 
nails and spikes protruding from the floor, sides, ends and door¬ 
posts he withdrawn or driven in, and 

Be it further Resolved, That all heavy forwarding and transfer 
points should be kept supplied with the necessary equipment— 
brooms, wheelbarrows, hatchets and nail-pullers—in order that 
these instructions may be complied with literally .—Adopted No¬ 
vember 20, 1912. 

GRAIN LEAKAGE DEFECTS. 

Resolved, That box cars used for bulk grain loading should be 
carefully inspected to insure against grain leakage defects and 
that where advisable to do so, burlap or Kraft paper for temporary 
protection against minor grain leakage defects should be used.— 
Adopted November 20, 1912. 

INSPECTION AND CERTIFICATION OF BOX CARS BEFORE LOADING WITH 

FREIGHT SUBJECT TO DAMAGES. 

(See Pages 41-43.) 

Resolved, That the Rules for the Inspection and Certification of 
Box Cars, Before Loading with Freight Subject to Damage, be 
adopted as recommended practice .—Adopted November 19, 1913. 


22 


Standing Resolutions. 

METHODS OF STOWING EGGS. 

(See Pages 44-61.) 

Resolved, That the two methods of stowing eggs in cars as 
recommended by the Committee on Relations between Railroads 
be approved .—Adopted May 20, 1914. 

PACKING AND MARKING OF COMPANY MATERIAL 

Resolved, That the same rules which apply to patrons of the 
railroads apply also to the railroads in the matter of packing and 
marking of “company material .”—Adopted May 15, 1912. 

REPORTS OF LOSS AND DAMAGE. 

Resolved, That the members of The Amercan Railway Associa¬ 
tion be requested to send monthly to the General Secretary, copies 
of the reports now made to their managements, showing the 
amount expended for loss and damage to freight, for compilation 
by the Sub-Committee on Packing, Marking and Handling of 
Freight .—Adopted November 20, 1912. 

Resolved, That the form for the classification of amounts paid 
for loss and damage in detail, L. D.-l, as recommended by the 
Committee on Relations between Railroads, be adopted for use of 
such members as are not now making a classification of their loss 
and damage claims .—Adopted November 19, 1913. 

PER DIEM RULES AGREEMENT, ADMISSION TO. 

« 

Resolved, That any railroad may, upon the recommendation of 
the Committee on Relations between Railroads and the approval 
of the Executive Committee of The American Railway Associa¬ 
tion, be admitted as a party to the Per Diem Rules Agreement, if 
qualified and endorsed as follows: Such a road must be of stand¬ 
ard guage, regularly incorporated or chartered, must perform a 
general freight business as a common carrier, with regularly 
published tariffs, and be equipped with adequate motive power 
for its business. It must make application to become a member 
of the Bureau for the Safe Transportation of Explosives and 
Other Dangerous Articles and a party to the Master Car Builders’ 
Association Agreement and must put in force the National Car 
Demurrage Rules. The application must be favorably endorsed 
by at least two-thirds of the lines connecting with such ralroad.— 
Adopted October 20, 1904; amended November 16, 1910. 

POWER BRAKES. 

1. That every truck wheel under each car in passenger train 
service should be braked. 

2. That Drakes should be so arranged that they can be applied 
not only from the locomotive but from each car in the train. 

3. That 90 per cent, of the total empty weight of a car in passen- 


23 


Standing Resolutions. 

ger service should be used in estimating the braking power, and 70 
per cent, of the total empty weight of a freight car. 

4. That locomotives for each description of service should be 
equipped with power brakes applied to every wheel of both locomo¬ 
tive and tender, save the locomotive truck wheels, whether the cars 
of the train are equipped with power brakes or not. 

5. That all cars on freight trains should be equipped with power 
brakes. 

6. That the driving-wheel brakes should be used habitually, and 
both locomotive and train brakes controlled by a single simul¬ 
taneous motion of the engineer. 

The use of the Westinghouse Air Brake largely predominates. 
The Committee therefore regards it as exceedingly important if not 
essential that any other system used should be interchangeable and 
equally efficient in all respects with the Westinghouse system. 

The Committee earnestly recommends that all locomotives here¬ 
after constructed should be equipped with power brakes applied to 
every wheel except the truck wheels of the engine itself.— Adopted 
March 12, 1892; amended April 24, 1901. 

, - * * C ' r 

PRESERVATION. OF WRECKED FREIGHT. 

(See page 62.) . 

Resolved, That the regulations relative to the preservation of 
wrecked freight, as recommended by the Committee on Relations 
between Railroads, be approved.— Adopted May 20, 1914. 

PUBLICATION OF INFORMATION RESPECTING CAR 
EQUIPMENT AND LINE CLEARANCES 

Resolved , That railway companies and other car owners be and 
are hereby requested to publish official information respecting their 
car equipment in the Official Railway Equipment Register; and in¬ 
formation respecting line clearances and the restrictions of cars in 
passenger service in the Railway Line Clearances, in order that 
ready references for authentic information on these subjects may 
be within reach of all railroad officials.— Adopted April 6, 1898; 
amended November 18, 1908. 

PUBLICATION OF INFORMATION RESPECTING INSIDE 
DIMENSIONS OF FREIGHT CARS. 

Resolved , That the members of this Association be requested to 
supply information regarding inside dimensions of freight cars for 
publication in the columns of the Official Railway Equipment 
Register.—Adopted April 5, 1905. 

PUBLICATION OF INFORMATION RESPECTING THIRD 
' ■/ . - . . ; . : RAIL CLEARANCES. 

Resolved, That railways must publish third rail clearances in 
the publication Railway Line Clearances before they can claim 


24 


Standing Resolutions. 

the right to charge cost of transfer under Car Service Rule 15, 
First Section, Paragraph ( d), to delivering road on cars which 
cannot pass approved third rail clearances of The American Rail¬ 
way Association.— Adopted November 20, 1912. 

PUBLICATIONS OF NAMES OF PROPER OFFICERS TO 
WHOM REPORTS SHOULD BE ADDRESSED, AS 
PROVIDED IN CAR SERVICE RULE 11. 

Resolved, That the railway companies be requested to designate 
to the Official Railway Equipment Register the names of the 
proper officers to whom reports should be addressed, containing 
information relating to the old and new weights of cars re-sten¬ 
ciled on foreign lines, under the provisions of Car Service Rule 
11, in order that this information may be published therein.—- 
Adopted November 15, 1911. 

QUESTIONS TO BE CONSIDERED. 

Resolved, That for the purpose of aiding in the accomplishment 
of uniformity and efficiency of railway operation, this Convention 
should take up such questions as may be referred to it by other 
railway associations, and, if necessary, refer the same to a special 
committee for consideration, report and appropriate action. Any 
such question must first be submitted to the Executive Committee 
for careful examination as to whether the subject is a proper one 
for the consideration of the Convention.— Adopted April 11, 1888. 

Resolved, That when any new subject is brought before the 
Convention relating to matters which might properly be first con¬ 
sidered by other railway organizations, that such subjects be re¬ 
ferred to the Executive Committee, and by that Committee be 
reported upon to the Convention as to whether the subject is a 
proper one, and, if so in its judgment, may be referred by the 
Executive Committee to the proper association for consideration 
and report.— Adopted April 11, 1888. 

QUOTA OF FREIGHT EQUIPMENT. 

Whereas, The Association has twice affirmed the principle 
that each railroad be assured at all times the use of a number of 
cars equivalent to the number it owns; therefore, be it 

Resolved, That every railroad should supply itself, within a rea¬ 
sonable time, with a sufficient number of cars to do its own aver¬ 
age business, and that this obligation applies on terminal and 
switching roads as well as on trunk lines.— Adopted October 30, 
1907. 

RECORD OF THROUGH TRAINS. 

Resolved, That on lines where trains, either in part or in whole, 
run over different systems, that such trains be designated with the 
same numbers, as far as practicable, from the initial to the ter- 


25 


Standing Resolutions. 

minal station on the same route, however extended, and that such 
record be kept by some one designated by the management of such 
lines, and a detailed statement made monthly, showing the time of 
such trains leaving initial and arriving at terminal points; time 
lost, time gained en route, cause of lost time, etc., and such reports 
submitted to the general manager and others of same lines inter¬ 
ested.— Adopted April 11, 1888. 

REPORTING IMPROVEMENTS AND VARIATIONS 
IN SAFETY APPLIANCES. 

Resolved, That each member of the Association be requested to 
report hereafter to the Committee on Safety Appliances* all im¬ 
provements and variations in practice which it may have intro¬ 
duced, and that the data thus obtained be formulated in reports 
from time to time for the information of the Association.— 
Adopted April 12, 1899. 

REPORTS OF CARS “SET BACK.” 

Whereas, The freight equipment of the country can be used 
economically only when cars are interchanged promptly, and 

Whereas, Unless proper and prompt reports are made of all 
cars refused or set back, it is not practicable to take prompt 
action; therefore, be it 

Resolved, That, in order to obtain an efficient execution of the 
rules with reference to the interchange of freight cars, the proper 
transportation officer of the railroad refusing a car from or setting 
a car back to another railroad should report promptly to the 
proper transportation officer of the delivering road the car initial, 
number, date, time delivered and cause of “set-back,” so that 
each case may be investigated and an effective remedy applied.— 
Adopted May 15, 1912. 

REPORTS OF REVENUE EQUIPMENT USED IN HANDLING 

COMPANY MATERIAL. 

Resolved, That during periods of car shortage each company 
should obtain reports to show how promptly it is releasing the 
revenue equipment used in handling its own material, with the 
object of expediting the release of such equipment.— Adopted 
November 20, 1912. 

SALT-WATER DRIPPING FROM REFRIGERATOR CARS. 

Resolved, That the following recommendation, adopted by the 
Master Car Builders’ Association, respecting the question of salt¬ 
water drippings from refrigerator cars, be approved by The 
American Railway Association: 


* Committee on Maintenance. 




26 


Standing Resolutions 

1. All salt-water drippings should be retained in the ice tanks 
and drained off only at icing stations. 

2. The total capacity of drain openings should not exceed the 
capacity of traps, and the capacity of both drains and traps 
should be sufficient to release all drippings within the time limit 
of icing the train. 

3. The mechanism adopted for handling drain valves should be 
simple and positive, and so designed as to insure closing the valves 
before hatch plugs can be returned to their places. 

4. Salt drippings should be conducted from ice tanks through 
the drain valves above described, and thence to the outside of cars 
through the regular traps and drain pipes .—Adopted May 17, 1911. 

SPECIFICATIONS FOR OVERHEAD CROSSINGS OF ELEC¬ 
TRIC LIGHT AND POWER LINES. 

(See pages 63-73.) 

Resolved , That the specifications for overhead crossings of 
electric light and power lines, as submitted by the Committee on 
Electrical Working, be adopted as recommended practice.— 
Adopted May, 15, 1912. 

STANDARD AUTOMATIC FREIGHT CAR COUPLERS. 

Resolved , That the Committee on Safety Appliances* recom¬ 
mends to the General Time Convention the adoption of the Master 
Car Builders type of Automatic Freight Car Coupler as the 
standar4 of its members. 

The recommendation of the Committee was adopted by the 
Convention on October 8, 1890. 

STANDARD CODE. 

Resolved, That the Convention publish an authorized edition of 
the Standard Code, and that the Secretary be authorized to furnish 
such copies of the Rules to roads desiring the same, including 
diagrams showing the manner of using signals, at a price to be 
fixed by the Secretary, based upon the cost of the work .—Adopted 
April 10, 1889. 

STANDARD DETAILS OF CAR CONSTRUCTION. 

Resolved, That the “Details of Car Construction” adopted by 
the Master Car Builders’ Association, as published with the pro¬ 
ceedings of its convention held at Saratoga in June, 1894, be and 
are hereby adopted as standard by The American Railway Associa¬ 
tion, and all railway companies and car builders are recommended 
to conform thereto as soon as practicable .—Adopted October 17, 
1894. 


* Committee on Maintenance. 



27 


Standing Resolutions. 

STANDARD DIMENSIONS OF BOX CARS. 

(See diagram , page 74.) 

(1) Resolved, That the dimensions of the Standard Box Car be 
36 feet in length, 8 feet 6 inches in width and 8 feet in hight, all 
inside dimensions. Cross section, 68 square feet; capacity, 2,448 
cubic feet. The side door opening to be 6 feet in width. 

(2) Resolved, That the Standard 36-foot car be considered the 
unit for the establishment of minimum car-load weights; and that 
where necessary in any classification territory to recognize cars 
under 36 feet in length it shall be by a reduced minimum of 2 % 
per cent, for 35-foot cars and 5 per cent, for cars 34 feet or under, 
inside dimensions. 

(3) Resolved, That for cars over 36 feet in length the percentage 
of increase of the minimum weights shall be as follows: 

For cars of 37 feet and 38 feet 10 per cent, over the minimum 
for the 36-foot car. 

For cars of 39 feet and 40 feet 25 per cent, over the minimum 
for the 36-foot car. 

For cars of 41 feet and 42 feet 40 per cent, over the minimum 
for the 36-foot car. 

For cars of 43 feet and 44 feet 55 per cent, over the minimum 
for the 36-foot car. 

For cars of 45 feet and 46 feet 65 per cent, over the minimum 
for the 36-foot car. 

For cars of 47 feet and 48 feet 70 per cent, over the minimum 
for the 36-foot car. 

For cars of 49 feet and 50 feet 80 per cent, over the minimum 
for the 36-foot car. 

For cars over 50 feet 150 per cent, over the minimum for the 
36-foot car. 

(4) Resolved, That any diminution of revenue incident to the 
minimum proposed in the accompanying schedule shall be adjusted 
in the rate. 

(5) Resolved , That the minimum car-load weights of heavy 
articles, such as iron, brick, lumber, minerals, etc., should as fast 
as practicable be advanced to the stencilled capacity of the car. 

(6) Resolved, That no box cars of larger dimensions than those 
prescribed for the Standard Car shall be hereafter constructed, 
and that all owners and builders of cars be officially notified of 
the adoption of this resolution. 

Adopted October 23, 1901. 


Resolved, That six inches above any given length shall be rated 
as even length in feet of whatever length it may approximate. 
Lengths of over six inches shall take the minimum of the next 
greater length; thus, a length of 38 feet 6 inches shall be rated 
as a 38-foot car; one of a fraction over 38 feet 6 inches as a 
39-foot car .—Adopted April 23, 1902. 


28 


Standing Resolutions. 

STANDARD GAUGE OF TRACKS. 

Resolved, That 4 feet 8 y 2 inches shall, hereafter, be the standard 
gauge of all tracks owned by the railroad companies forming this 
Association. This gauge shall be the distance between the heads 
of the rails measured at right angles thereto, at a point five- 
eighths of an inch below the top of the rail.— Adopted April 7, 
1897; amended April 22, 1908. 

Resolved, That the standard distance between the main rail and 
guard rail and in the throat of all frogs be one and three-quarter 
inches, measured at the gauge line, for all tracks of the standard 
gauge.— Adopted April 7, 1897; amended April 22, 1908. 

STANDARD LOCATION FOR CAR DOOR FASTENINGS. 

Resolved, That car door fastenings should be located normally 
five feet above the top of rail, but not less than one foot above the 
floor of the car. 

Resolved, That these specifications for the location of car door 
fastenings shall apply for all new equipment, and whenever it is 
necessary to replace fastenings on old equipment.— Adopted May 
17, 1911. 

STANDARD RAIL SECTIONS AND SPECIFICATIONS. 

Resolved, That the series of sections of types “A” and “B,” 
and the specifications for Bessemer and open hearth steel rails, 
submitted with the report of the Committee on Standard Rail and 
Wheel Sections,* be adopted as the recommended practice of 
The American Railway Association.— Adopted April 22, 1908. 

Resolved, That the specifications for carbon steel rails, included 
in report No. 30 of the American Railway Engineering Associa¬ 
tion, be provisionally approved as the standard of this Association. 
—Adopted NovemZter 20, 1912. 

Resolved, That the revision of the specifications for carbon steel 
rails, as recommended by the Committee on Maintenance, be pro¬ 
visionally approved.— Adopted May 20, 1914.t 

Resolved, That the series of sections of types “A” and “B,”$ 
and the specifications for Bessemer and open hearth steel rails, 
submitted with the report of the Committee on Standard Rail 
and "Wheel Sections,* be referred to the American Railway Engi¬ 
neering and Maintenance of Way Association, with the request 
that they follow up the question of determining the details as to 
drop test, etc., by observing the actual results of rails rolled under 
the new sections, and that they also arrange to collect from the 

* Committee on Maintenance. 

tSee specifications for carbon steel rails, provisionally approved November 20, 1912, 
and amended May 20, 1914, pages 75-81. 

t See pages 82-91. 



29 


Standing Resolutions. 

different members and tabulate all information as to comparative 
wear of rails rolled from the different parts of the ingot, and all 
other information necessary to a proper study of the problem; 
that they be further requested to keep careful record of the com¬ 
parative results in service of rails of types “A” and “B,” and to 
prepare and submit to The American Railway Association a single 
type of section which will embody their ideas as to the best type 
that can be designed for use as a single standard to be adopted 
by the Association, giving due weight to every factor entering into 
the problem.— Adopted April 22, 1908. 

STANDARD TIME. 

Resolved, That, in the interest of obtaining and transmitting 
accurate time for railroad purposes, it is important that close rela¬ 
tions should exist between the General Time Convention and the 
U. S. Naval Observatory, and to this end the Secretary of the Con¬ 
vention be directed to request the Navy Department to detail an 
officer to attend the regular meetings of this Convention.— 
Adopted April 11, 1888. 

TANK CARS. 

Resolved, That The American Railway Association endorses the 
report of the Master Car Builders’ Association on tank cars, ap¬ 
proved at its convention held in June, 1903, and recommends that 
the improvements required in the following particulars become 
effective on the dates given below: 

New construction.May 1, 1904. 

Safety valves.September 1, 1904. 

Strengthening of the underframes, plans 
B and C.January l, 1905. 

—Adopted April 27, 1904. 

Resolved, That the times named in the resolution of the Associa¬ 
tion respecting tank car equipment, passed at the April (1904) 
meeting, be extended to July 1, 1905.— Adopted October 26, 1904. 

Resolved, That an extension of time to January 1, 1906, be 
made for the strengthening of the underframes of tank cars, plans 
B and C, provided the tank line companies agree to forthwith 
order material and make all arrangements to either rebuild or 
withdraw from service all cars which do not meet the requirements 
by January 1, 1906.— Adopted April 5, 1905. 

TRACING OF INTERLINE CARLOAD FREIGHT. 

1. Each tracer for carload freight should be handled through 
the Car Service Department. 

2. No tracer shall be started until the shipment shall have had 
sufficient time to reach its destination. (Do not confuse with re¬ 
quests to expedite freight. See footnote.) 





30 


Standing Resolutions. 

3. No tracer shall be handled by wire except in case of perish¬ 
able or highly important freight, or a shipment which has been 
unreasonably delayed. Such tracer when received by wire should 
be answered promptly by wire. 

4. Each tracer should show the initials and number of car, 
commodity, point of origin, date of forwarding, route, consignee 
and destination. 

5. (A) When an interline tracer has been properly started as 
per Rules 1 and 2, it shall be promptly forwarded to the road 
to which the shipment was delivered, and the originator of the 
tracer shall be immediately notified of the date, time and place of 
such delivery; the road making delivery to consignee will promptly 
advise the originator of the tracer direct, of the date of arrival at 
destination. 

(B) If the shipment has been transferred en route, that infor¬ 
mation shall also be transmitted, referring to the original car 
number. 

6. When a tracer originates with the consignee, it shall be trans¬ 
mitted from one road to another in reverse order to the route 
until the shipment is located, when the tracer shall be handled as 
provided by Rule 5 .—Adopted April 24, 1907. 

Note. —These rules do not refer to requests to expedite the 
movement of freight. 

TRACING OF SHIPMENTS. 

Resolved, That The American Railway Association concurs 
fully in the resolution of the executive and traffic officers as ex¬ 
pressed in their resolution following, and that its members be re¬ 
quested to use every effort to have the traffic officials of their lines 
take action to curtail this pratice: 

“It is the sense of your Committee that tracing of shipments, 
either by wire or mail, should be confined to shipments which 
show unusual delay in transit; that no tracing should be done 
until, in the usual handling of freight, shipments should have 
reached destination. It was intended by this that the practice of 
tracing from initial point to destination, immediately the freight 
is offered for shipment, and advising delivery or furnishing passing 
reports to shippers or consignees, be discontinued .”—Adopted May 
17, 1911. 

TRACK SCALE SPECIFICATIONS AND RULES. 

(See pages 93-148.) 

Resolved, That the Track Scale Specifications and Rules be 
approved by the Association, subject to such changes as may be 
required to meet local or special conditions .—Adopted May 21, 
1913. 


31 


Standing Resolutions. 

TRAIN HEATING (ESSENTIAL REQUISITES). 

First—That provision be made for heating cars whether stand* 
ing or running. 

Second—That some simple efficient way for the regulation of the 
temperature be provided to the end that the cars may be ventilated, 
whether the train is running or standing. 

Third—That a system of ventilation be used in connection with 
the heating. 

Fourth—That it require no materials peculiarly difficult to 
obtain. 

Fifth—That it be of reasonable cost. 

Sixth—That the details be such that cars shall be readily inter¬ 
changeable. 

Seventh—That it be harmless in a wreck. 

t 

Eighth—That it expose no one to the risk of burning when in 
ordinary use. 

Ninth—That it be so arranged as not to be liable to injury from 
freezing. 

Resolved, That this Association recognizes and adopts as the 
Standard Method of Heating Passenger Trains a system or sys¬ 
tems which will conduct, by means of continuous pipes or tubing, 
the steam generated in the boiler of the locomotive at such pres¬ 
sure as will not, in the case of defect in or accident to the appa¬ 
ratus, involve danger to the occupants of a car, together with a 
system of ventilation which will ensure the proper supply of fresh 
air, and, to the greatest possible extent, the regulation of the tem¬ 
perature.— Adopted October 13, 1891; amended April 24, 1901. 

TRAIN LIGHTING (ESSENTIAL REQUISITES). 

First—That sufficient light be afforded to enable passengers to 
read without difficulty in any seat in the car. 

Second—That the light be obtained at reasonable cost. 

Third—That the light be easily managed, cleansed and regulated 
by the trainmen, and that it shall not be peculiarly dangerous in 
ordinary use or in unskilled hands.— Adopted October 13, 1891; 
amended April 24, 1901. 

TRIMMING COAL ON FREIGHT CARS. 

(See page 92.) 

Resolved, That the instructions for trimming coal on freight 
cars, as recommended by the Committee on Relations between 
Railroads, be approved.— Adopted May 21, 1913. 

UNIFORM MARKING OF FREIGHT CARS. 

Whereas, The Association of Transportation and Car Ac¬ 
counting Officers is considering this subject; therefore be it 

Resolved, That the members of The American Railway Associa¬ 
tion and all other owners of freight cars be requested to advise 


32 


Standing Resolutions. 

the Association of Transportation and Car Accounting Officers of 
all difficulties which have arisen from car marking. Also that said 
Association be requested to keep a record of the markng of freight 
cars and to suggest changes in the marking of freight cars to car 
owners when such changes of marking will correct present difficul¬ 
ties, reporting progress in this matter from time to time to The 
American Railway Association.— Adopted May 18, 1910. 

Resolved , That the recommended practice of the Master Car 
Builders’ Association relating to the marking of cars and the 
standard location for such marking should be strictly observed, 
and, 

Be it further Resolved, That in re-lettering or re-painting old 
cars the marks should be placed in the standard location, regard¬ 
less of the old location of marks.— Adopted November 20, 1912. 

UNIFORM SIZES FOR CARD AND TRIP PASSES. 

Resolved, That the recommendation of the Committee on Rela¬ 
tions between Railroads respecting uniform sizes for card and 
trip passes be approved, as follows: 

Card passes—2 1 / £"x3I§", round corners. 

Trip passes—3"xll", to include stub, going and return por¬ 
tions, sub-divided as may be desired; preferably three inches stub, 
three inches going coupon and five inches return coupon.— Adopted 
November 20, 1912. 

USE OF TELEPHONE FOR BLOCKING AND 
TRAIN DISPATCHING. 

Whereas, The extended use of the telephone as a substitute 
for the telegraph has demonstrated that it can be safely used for 
train operation; and, 

Whereas, The substitution of the telephone for the telegraph 
in blocking and dispatching trains has developed many advantages 
in favor of the telephone in saving in time of the various opera¬ 
tions and with the same degree of safety as has been done hereto¬ 
fore by the telegraph. Now, therefore, be it 

Resolved, That in the opinion of The American Railway Asso¬ 
ciation, the substitution of the telephone for the telegraph in block¬ 
ing and dispatching trains can be made safely, and the use 
of the telephone for such purposes is recognized and recommended 
as a standard operating instrumentality.— Adopted November 18, 
1908. 


VOLUNTARY RAILROAD ASSOCIATIONS. 

Whereas, There are now in existence a large number of vol¬ 
untary railroad associations over which no authoritative super¬ 
vision is exercised; and 


33 


Standing Resolutions. 

Whereas, The growing complexity of railroads and the rela¬ 
tions of the roads, both to each other and to the public would seem 
to make it to the common interest to undertake now the harmon¬ 
izing of the work of these various organizations and bring them 
under the supervision of The American Railway Association; 
therefore 

Resolved , That The American Railway Association recommends 
to the presidents of the railways, members of the Association, that 
the attention of such of their officers as may be members of these 
operating railroad associations be called to the importance of this 
harmonization and co-operation and to the effect it will have in 
increasing the usefulness of such organizations by assisting in hav¬ 
ing incorporated in their Constitution and By-Laws provisions by 
which there shall be submitted to The American Railway Associa¬ 
tion for approval, such of their findings and recommendations as 
require authoritative action before the same are issued for publi¬ 
cation. 

Resolved, That nothing in the above resolution shall disturb the 
contractual obligations existing between railways now members of 
the Interchange Agreement of the Master Car Builders’ Associa¬ 
tion .—Adopted April 22, 1908. 

WEIGHING AND REWEIGHING OF CARLOAD FREIGHT. 

(See pages 149-156.) 

Resolved, That the Rules Governing the Weighing and Re¬ 
weighing of Carload Freight, as recommended by the Committee 
on Relations between Railroads, be approved.— Adopted Map 20, 
1914. 


PER DIEM RATES. 

The various Per Diem Rates which have been in use and the 
dates they became effective. 

July 1, 1902.20 cents 

In addition there was a penalty rate of 80 cents, 
making $1 in all, for cars retained more than 
30 days. 

July 1, 1906.25 cents 

In addition there was a penalty rate of 75 cents, 
making $1 in all, for cars retained more than 
30 days. 

July 1, 1907. 50 cents 

March 1, 1908.25 cents 

March 1, 1910—Months of March, April, May, June and 

July .30 cents 

Months of January, February, August, September, 

October, November and December.35 cents 

January 1, 1913.45 cents 










34 


AUTOMATIC TRAIN CONTROL. 

( Approved May 20, 1914.— See Standing Resolution.) 

An installation so arranged that its operation will automatically 
result in either one or the other or both of the following conditions: 

First. —The application of the brakes until the train has been 
brought to a stop. 

Second. —The application of the brakes when the speed of the 
train exceeds a prescribed rate and continued until the speed has 
been reduced to a predetermined rate. 

REQUISITES OF INSTALLATION. 

Note. — These requisites are drawn for application in connection with a prop¬ 
erly installed block signal or interlocking system. 

1. The apparatus so constructed that the failure of any essential 
part will cause the application of the brakes. 

2. The apparatus so constructed that it will automatically 
control the train in the event of failure by engineman to observe 
signals or speed regulations. 

3. The apparatus so constructed that it will control the train 
in the event of a failure of fixed signals to give proper indications. 

4. The apparatus so constructed that proper operative re¬ 
lation between those parts along the roadway and those on the 
train will be assured under all conditions of speed, weather, wear, 
oscillation and shock. 

5. The train apparatus so constructed as to prevent the release 
of the brakes after automatic application has been made until the 
train has been brought to a stop or the speed of the train has been 
reduced to a predetermined rate. 

6. The train apparatus so constructed that when operated it 
will make an application of the brakes sufficient to stop or control 
the train within a predetermined distance. 

7. The apparatus so constructed as not to interfere with the 
application of the brakes by the engineman’s brake valve or the 
efficiency of the air-brake system. 

8. The apparatus so constructed as to be operative when the 
engine is running forward or backward. 

9. The apparatus so constructed that when two or more engines 
are coupled together or a pusher is being used the apparatus can 
be made effective on the engine only from which the brakes are 
controlled. 

10. The apparatus so constructed as to be operative on trains 
moving only with the current of traffic. 


35 


Automatic Train Control. 

11. The apparatus so constructed as to conform to The Amer¬ 
ican Railway Association standard of clearances of rolling equip¬ 
ment and structures. 

12. The apparatus so constructed as not to constitute a source 
of danger to employes or passengers, either in its installation or 
operation. 

13. The apparatus so constructed as not to interfere with the 
means used for operating fixed signals. 

ADJUNCTS. 

The following may be used: 

(A) Cab Signal; a signal located in the engine cab indicating 
a condition affecting the movement of the train and so constructed 
that the failure of any part directly controlling the signal will cause 
it to give the “stop” indication. 

(B) Detonating Signal Apparatus; an apparatus located 
along the roadway and so constructed as to give an audible signal 
by means of a torpedo or other explosive cartridge. 

(C) Speed Indicator. 

(D) Recording Device; an apparatus located on the train 
and so constructed as to make a record of the operations of the 
automatic applications of the brakes and of the speeds of the train, 
and such other records as may be desirable. 


36 


Routing Card.—(See Standing Resolution—Cards Permitted 

on Freight Cars.) 




Maximum Size—Vertical, 5 inches; horizontal, 8 inches. 
(Printed in black.) 




















37 


Symbol Card. (See Standing Resolution—Cards Permitted on Freight Cars) 



Reduced Size. 
(Printed in Red.) 



















38 


Symbol Card .—(See Standing Resolution—Cards Permitted on Freight Cars.) 



Reduced Size. 
(Printed in Green.) 























IMPORTED MERCHANDISE. 


39 


Customs Regulation Card.— (See Standing Resolution — 
Cards Permitted on Freight Cars.) 


s 

o 

H 

& 

w 

H 

◄ 

H 

C/D 

Q 

W 

H 


& 


Jg 

is s s 

O o 

in 

*' C/2 C/2 

02 Sh 
~ 4-> 02 

H^ cO O 

-a O 

73 

^ 02 C/2 

° • - s 

- C o 

02 -4J 

• r-H 3 

o c /2 
o 4 +h 
o o 

~ CO 
r-H f—i H-? , 

c0 tfl 

> 

Pi 

O 


02 


O 73 

£ 5 

ars 

_ & 

p 


C/2 

13 

02 

C/2 

02 

C/2 

02 

H=! 


° & *3 

M ^ Jv 

• 1-H CJ 




02 

C/2 


cO 

02 

P 

HO 


C/2 

Sh 

CO 

02 




02 


P 

O 


1 — 1 >—v 

rC 5 


£ 

o 

C/2 


^ CO 
. 02 

02 ^ 


> 

• r-H 

P&H 


cO % 

p S 

02 o 

P*-P 


73 

02 

N 

• r-H 

o 

+-> 

cO 

02 

Sh 

CO 


® 0 
55 H 


t- 

cd 

U 


= 

c 

*~ 

to 


02 

HO 


70 

02 

t* 

02 

> 

• r-H 

15 

70 

02 

HD 


M 

C3 


u 

a 

o» 

C/3 

’rP 

-H> 


02 

03 

• rH 

70 

(0 

cO 

HO 

O 

V< 

02 


02 

HO 

Eh 


W 

O 

I—I 

Eh 

O 

£ 


(Px-inted in black on i-ed cai’dboard—Size 8x10% inches.) 


Chief Officer of the Customs at 















34/* in. to gauge lino 


40 



c 

o 

+-> 

’o 

m 

v 

tf 


to 

c 

'S 

c 

5 

M 

0) 

4) 

m 



















































41 




Rules for the Inspection and Certification of Box Cars, 
Before Loading with Freight Subject to Damage. 

(Adopted as recommended practice, subject to such changes as may be required to 
meet local or special conditions, November 19, 1913.) 

(See Standing Resolution.) 

Note. —This inspection does not cover cars for explosives or 
other dangerous articles provided for by the Regulations of the 
Bureau of Explosives. 

Freight as described below must be loaded in certified cars which 
have received a special inspection in accordance with the following 
instructions. 

If the cars pass the special inspection, this will be indicated 
by an inspection certificate which will be tacked on each side of 
the car below the car number. 


CLASSIFICATION OF EQUIPMENT SUITABLE FOR THE 

FOLLOWING FREIGHT. 

Classification “ A”—Package freight liable to loss or damage 
by water, protuding nails, material carrying odors, oil, grease 
or any moisture on interior of car, especially the floor. 

Classification “B”—Bulk freight liable to damage by water 
or to loss through small openings. 

Classification “C”—Freight liable to loss or damage by water 
or protuding nails, but which cannot be lost through small openings. 

The face of inspection certificate should be printed as follows: 


INSPECTION CERTIFICATE. 

NORTH & SOUTH RAILROAD 


Car Initial, 


No. 


O. K. for shipment of commodities 


under 



classi¬ 

fication 


Inspected by 
Date-ID 


Station. 


^INDICATE a, b or c. see back of card. 










42 


Rules for Inspection and Certification of Box Cars. 


On back of card, inspection instructions should be printed 


follows: 


INSPECT FOR 


as 


and see that car is free from following defects: 


Classification “A. 


Leaky roof. 

Loose siding. 

Loose roof boards. 

Shifted roof sheets. 

Broken door stops. 

Leaky doors, tops and sides. 


Broken end posts. 

Broken or loose door posts. 
Protuding nails in floor and lining. 
Floors or sides soiled by oil, grease 
or any material carrying odors 
likely to damage lading. 


Leaky roof. 

Loose siding. 

Loose roof boards. 
Shifted roof sheets. 
Broken door stops. 


Classification “B.” 

Leaky doors, tops and sides. 
Broken end posts. 

Broken or loose door posts. 

Holes in floor and around center 
plates and drafts bolts. 


Leaky roof. 

Loose siding. 

Loose roof boards. 
Shifted roof sheets. 
Broken door stops. 


Classification “C.” 

Leaky doors, tops and sides. 
Broken end posts. 

Broken or loose door posts. 
Protruding nails in floor and 
lining. 


(a) When there are inspectors located at point of loading the 
inspection will be made and certificates attached at that point. 


( b ) Where inspectors are located at a point from which empty 
cars are distributed to stations the inspection will be made and 
certificates attached at that point. This inspection will be con¬ 
firmed by agent at loading point. 


(c) In all other cases the agent at loading point should inspect 
the car and file certificates as below. 

Aside from the Master Car Builders’ inspection of car, including 
roof, running boards, air brakes, safety appliances and running 
gear, as well as the external inspection of sides, ends, doors, venti¬ 
lators and windows, before inspection certificate is issued, an internal 
inspection must be made. 

1. Search for loose, damaged and broken boards, loose knots, 
knot holes, bad joints, etc. 


2. Search for all nails, spikes, screws and bolts extending above 
surface of floor and lining and nails protruding through roofing. 

3. Search for water stains indicating cracks and air spaces. 

4. Examine for metal sheets out of position along edge of sub¬ 
car line or down from edge of ridge pole. 


43 


Rules for Inspection and Certification of Box Cars. 

5. Doors must open and close properly. 

6. Inspect closely for defects in framing which might, by reason 
of their weakness, allow the sheathing to be readily broken or 
damaged. 

Closed doors, ventilators and windows and 

7. Search for light indicating openings and cracks which might 
produce leaks. 

8. Search for cracks sufficient to admit storm water beating 
through opening; also for openings and bad joints around window 
and doors. 

When a car is loaded by a shipper, the inspection certificates 
must be detached from the car and delivered to agent before bill 
of lading is issued. All certificates finally must be filed by the 
agent at point of loading for future reference. 


41 


INSTRUCTIONS FOR THE STOWING OF EGGS 
IN REFRIGERATOR CARS. 

(Approved May 20, 1914 .—See Standing Resolution.) 


METHOD No. 1. 

LOADING STRAIGHT CARS OF EGGS. 

Cases of eggs must not be loaded crosswise in car, but always 
lengthwise. Keep them close up together endwise and lengthwise, 
starting at the ice-bunker and continuing until the doorway is 
reached. Then start at the opposite end of the car, and pile in 
the same manner, continuing until the entire lot is placed. If 
the car does not fill out and a space is left in the center, this space 
should be filled solid with egg racks* placed on edge, allowing no 
room for the cases to move while the car is in transit, or while being 
switched. (See sketch No. 1, center, f) 

When the cases do not fill out even on the top row, or when a 
greater number of cases are to go into the car than will level the 
load, place the odd number of cases as indicated in sketches Nos. 
1, 2 J, 3, 4, 5 and 6, using egg racks to brace, as shown. 

When loading 400 cases of eggs in a refrigerator car holding 

12 cases placed lengthwise: 

First. Start by placing the first two rows five cases high. Then 
place two racks in front of these cases, forming a bulkhead, so 
interlocking the two racks (one within the other) as to secure proper 
hight. (See sketch No. 3, at end.§ ) 

Second. Continue four cases high for the balance of the car, 
filling the space in the center with racks placed on edge. (See 
sketch No. 3, center.§ ) 

When loading 200 cases of eggs in a refrigerator car holding 

13 cases placed lengthwise: 

Load both ends of the car two cases high until the doorway is 
reached. The last row will then lack eight cases to fill out even. 
There will be a space in the doorway, between the cases on the 
bottom row, which should be filled tight with racks placed on edge. 
To prevent the top cases from shifting in transit, place a rack with 
the bottom edge close against the ends of the cases, letting the 


*For dimensions, see sketch of wooden egg: rack, on page 55. 
+Page 47. tPage 48. §Page 49. 




45 


Instructions for Stowing Eggs in Refrigerator Cars. 

top edge drop so as to interlock with the racks which fill the center 
space, forming a brace, as shown in sketch No. 4, at center.* 

When loading 400 cases of eggs in a refrigerator car holding 
13 cases placed lengthwise: 

Start piling the cases four high from one end of the car until 
the doorway is reached; then begin at the other end of the car, 
placing four rows four cases high and two rows three cases high, 
when it will be found that 16 cases are lacking to fill out even. 
Fill the space left in the center with racks placed on edge. Brace 
the top cases where loaded three cases high by placing two racks 
(one with smooth side up and the other with smooth side down) 
close against the cases and so interlocked, one within the other, 
as to fill the space completely. (See sketch No. 5, at the center !) 

When loading cases of eggs in a refrigerator car, and there are 
not sufficient cases to fill the rows: 

An examination of sketch No. 6, center,! will show that four 
cases are divided, or separated, in such a manner that eight cases 
are braced by them. On the other side of the racks, in the center 
it will be seen that seven cases are bracing eight cases, thereby 
filling out the spaces and bracing each and every case, thus pre¬ 
venting any of the cases from shifting in transit. 

LOADING EGGS, CARLOADS, TO PROTECT AGAINST 

FREEZING. 

Shippers consider the following as an approved method: 

(а) Line the sides, roof, floor and ends of the car with heavy 
building paper, using double thickness for the ends, doors and 
floor. 

(б) Put not less than six inches of straw (preferably rye straw) 
on the floor on the top of the paper. 

(c) Lay racks, false floors or scantlings on top of the straw, 
and place the cases on top of same, in order to keep the cases raised 
several inches from the floor. 

(d) When loading, a space of at least six inches should be left 
between the ends and sides of the car and cases of eggs, this space 
to be filled with straw, well packed. When loading is completed, 
place at least one foot of straw over the entire load. 

( e ) As additional protection, shippers wrap each individual 
case with paper, and sometimes fill the entire ice-bunkers, spaces 
under ice-racks, and plug drain pipes with straw. 

Note.—I f straw is not available, hay, excelsior or like material 
is used. 


*Page 50. tPage 51. tPage 52. 




46 


Instructions for Stowing Eggs in Refrigerator Cars. 

INSTRUCTIONS FOR THE STOWING OF EGGS FORWARDED 
IN PICK-UP CARS AS CAR MOVES FROM STATION 

TO STATION. 

LOADING EGGS. 

First, (a) Place three cases across end of car with sides of 
case close up against the ice-box, with about six (6) inches space 
between ends of cases. 

(6) Place eight cases on the floor (lengthwise of car), with ends 
of cases close up against the sides of the three that are laid cross¬ 
wise, as mentioned above. 

(c) Place eight cases on top of these (lengthwise of car), with 
ends of cases close up against the ice-box. Continue in this manner 
until entire lot is placed, forming steps from floor to top tier, re¬ 
membering that the first, third and fifth tier at the ice-box is laid 
crosswise of the car. (See sketch No. 7.*) 

Second. Cases of eggs must always be loaded on egg racks 
(even though car has permanent floor strips) to keep them from 
getting wet and allowing the cold air to circulate under the cases. 

When trainmen on a pick-up train are loading cases of eggs 
and there are not sufficient cases to fill the car, in order to brace 
the cases, a rack should be placed on the floor, smooth side up, 
fastening the rack to the floor with four nails, two in each end of 
the rack. (See sketch No. S.f) Then place two racks upright 
close to the cases, nailing the bottom edge of the second rack. Place 
another rack with the lower edge in the last space of the rack on 
the floor, so that the upper edge of the rack will slip under the top 
bar of the upright rack, forming a brace. (See sketch No. S.f) 

*Page 53. +Pag-e 54. 


'■o 


V 






METHOD OF STOWING EGGS IN CARLOAD LOTS. Sketch No. 


47 


Instructions for Stowing Eggs in Refrigerator Cars. 







* 

r 

i- 

/ F 




! 






ft 

u 


1 








- ; 


Sketch No. 








































































































































SHOWING HOW CASES OF EGGS CAN BE BRACED WITH RACKS. Sketch No. 


48 


Instructions for Stowing Eggs in Refrigerator Cars. 



Sketch No. 






























































































































































METHOD OF BRACING 400 CASES OF EGGS IN A CAR HOLDING 12 CASES LENGTHWISE. Sketch No. 


49 


Instructions for Stowing Eggs in Refrigerator Cars. 



Sketch No, 



































































































METHOD OF BRACING 200 CASES OF EGGS IN A CAR HOLDING 13 CASES LENGTHWISE. Sketch No. 


50 


Instructions for Stowing Eggs in Refrigerator Cars. 



Sketch No. 



























































































METHOD OF BRACING 400 CASES OF EGGS IN A CAR HOLDING 13 CASES LENGTHWISE. Sketch No. 


51 


Insh'uclions for Stowing Eggs in Refrigerator Cars. 


in 



i 

! 

i 

i 


] 

i 


Sketch No. 













































































































































































































METHOD OF STOWING EGGS ON PICK-UP TRAIN IN CARS AS CAR MOVES FROM STATION TO STATION. Sketch No 


53 


Instructions for Stowing Eggs in Refrigerator Cars. 



Sketch No. 

































































































































































































METHOD OF USING RACKS TO FORM A BRACE TO BE PLACED IN FRONT OF CASES. Sketch No 


54 


Instructions for Stowing Eggs in Refrigerator Cars. 


o 
a c 


z 

o 

flfi 

H 

tO 


a 

o 


CO 

Id 

CO 

«x 

o 

Id 

O 

<4 


5 

o 

z 

o 

z 

i 

o 

z 

cO 

o 

to 



00 

6 

£ 

K 

o 

H 

a 

US 

w 



































































































































55 


Instructions for Stowing Eggs in Refrigerator Cars. 



WOODEN EGG RACK 





























































































56 


Instructions for Stowing Eggs in Refrigerator Cars. 

METHOD No. 2. 

LOADING EGGS, IN CARLOADS, TO PREVENT BREAKAGE. 

Some shippers consider the following as approved methods: 

(а) When car is to move without any refrigeration to destin¬ 
ation, a cushion of not less than six inches of straw, packed tight, 
is put in each end of car, across and in front of ice-boxes. 

When car is to move under refrigeration on any part of the trip, 
the straw cushion is so placed as not to interfere with the circulation 
of refrigeration through the openings at bottom or top of bulkheads. 

Should there be a space left in center of car, it is filled with straw, 
packed very tight (sometimes egg-racks are used). 

Note. —If clean straw is not available, clean hay, excelsior or 
like material is used. 

(б) Cases of eggs are not loaded crosswise in car, but always 
lengthwise. Keep them close up together, sidewise and length¬ 
wise, starting at the ice-boxes (see Paragraph (a), above), and 
continue until doorway is reached. Then start at the opposite 
end of the car in the same manner, and continue until entire load 
is placed. If a space is left in the center, it should be properly 
filled up. 

(c) Or, beginning at end of car, first tier is stowed lengthwise 
on floor, and the first row of second tier crosswise (loading remainder 
of second tier lengthwise), reversing alternate tiers of first row to 
top of load, thus tying joints. The remainder is loaded lengthwise, 
thus stair-stepping load. 

LOADING EGGS, CARLOADS, TO PROTECT AGAINST 

FREEZING. 

Shippers consider the following as an approved method: 

(а) Line the sides, roof, floor and ends of the car with heavy 
building paper, using double thickness for the ends, doors and 
floor. 

(б) Put not less than six inches of straw (preferably rye straw) 
on the floor on the top of the paper. 

(c) Lay racks, false floors or scantlings on top of the straw, 
and place the cases on top of same, in order to keep the cases raised 
several inches from the floor. 

( d ) When loading, a space of at least six inches should be left 
between the ends and sides of the car and cases of eggs, this space 
to be filled with straw, well packed. When loading is completed, 
place at least one foot of straw over the entire load. 

(e) As additional protection, shippers wrap each individual 
case with paper, and sometimes fill the entire ice-bunkers, spaces 
under ice-racks, and plug drain pipes with straw. 

Note. —If clean straw is not available, clean hay, excelsior or 
like material is used. 


57 


Instructions for Stowing Eggs in Refrigerator Cars. 

ILLUSTRATIONS OF METHOD No. 2. 

No. 1.*—Place three cases crosswise of car—dividing distance of 
car width—on top of end cases, as shown in this cut. Leave cases 
out from bunker at least five or six inches and put straw back of 
the cases reasonably tight. Straw can be packed until it is nearly 
as hard as the end of the car, not packed too tight, as the cushion 
or spring effect is what is desired. It is recommended that the 
bottom cases be placed tight against the bunk without straw. 
Some shippers may prefer to straw bottom end row. This can 
be done by tacking lath end at ice-bunk opening so straw will not 
work into ice-box drip pan. 

No. 2.f—Place three cases crosswise of car on top of last cases 
and proceed to straw, as shown in cut No. 1. In putting in straw 
it may be found that it will crowd out a single case placed cross¬ 
wise of car. In loading next cases they will crowd back tight 
enough to pack straw sufficiently tight. If it does not seem tight 
enough more straw may be added after tiers in front have been 
built up. 

No. 3.J—This cut shows car as loaded. It will be found that 
there is one place where it will be impossible to straw, and that 
will be in the doorway. This, however, will not make any difference, 
as the damaging shifting is from end to end of car. 

No. 4. §—Shows an odd row on top. To prevent these cases 
running wild, take a 2 x 4 the length of car width and put 2x4 
cleats on ends and nail to sides of car, as shown in this cut. Should 
there be three cases over or odd, turn them crosswise the car and 
put a 2 x 4 against them. To reinforce this bracing, cut two 2x4 
sticks about five feet long and nail them from two feet out on long 
timber to the side of the car. 


*Page 58. f Page 59. JPage 60. §Page 61. 





58 


Instructions for Stowing Eggs in Refrigerator Cars. 



































































59 


Instructions for Stowing Eggs in Refrigerator Cars. 






















































60 


Instructions for Stowing Eggs in Refrigerator Cars. 




o 

2 























































61 


Instructions for Stowing Eggs in Refrigerator Cars. 









































62 


PRESERVATION OF WRECKED FREIGHT. 

(Adopted May 20, 1914 .—See Standing Resolution.) 

1. An organization of wrecking crews and officials to accompany 
the wrecking outfit should be maintained by each railroad company. 

2. Wrecking crews should have all the necessary hand tools 
and blocking that are likely to be used at any wreck, and also bags, 
baskets, fire buckets, pails, rope, shovels, strings, tags, tarpaulins, 
and large containers for handling by derrick to be used for trans¬ 
ferring coal, stone and other heavy material. 

3. The conductor should have charge of wrecked freight, and 
protect it from further damage until the arrival of the wrecking 
crew, when the wreck foreman or ranking official present will take 
charge. 

4. All freight should be immediately protected from pilferage 
and further damage from fire or exposure to the weather. 

5. The empties needed for the purpose of transfer should be 
promptly ordered, specifying number and kind of cars. 

6. Reports covering the character and quantity of freight 
involved in wrecks should be made by wire to the proper officer, 
showing the nature and extent of damage, together with car number 
and contents. When a carload of perishable freight is wrecked 
billing reference should be given. Detailed reports should also be 
made by the party who checks freight at time it is transferred or 
reconditioned.' 

7. Freight should be checked and notation made, covering 
loss and damage, on the billing accompanying the car. 

8. Freight which can be reconditioned should be promptly 
forwarded to destination on the original waybill or on a memo¬ 
randum waybill if necessary. 

9. When freight is damaged to such an extent as not to justify 
sending it to destination, disposition should be obtained from 
the proper officer. 




63 


SPECIFICATIONS FOR OVERHEAD CROSSINGS OF ELEC¬ 
TRIC LIGHT AND POWER LINES. 

ADOPTED AS RECOMMENDED PRACTICE MAY 15. 1912. 

(See Standing Resolution .) 


GENERAL REQUIREMENTS. 

SCOPE. 

1. These specifications shall apply to overhead electric-light 
and power line crossings (except trolley contact wires), over railroad 
right-of way, tracks, or lines of wires; and, further, these specifi¬ 
cations shall apply to overhead electric-light and power wires of, 
over 5,000 volts constant potential, crossing, or constructed over 
telephone, telegraph or other similar lines. 

LOCATION. 

2. The poles, or towers, supporting the crossing span preferably 
shall be outside the railroad company’s right-of-way. 

3. Unusually long crossing spans shall be avoided wherever 
practicable. 

4. The poles, or towers, shall be located as far as practicable 
from inflammable material or structures. 

5. The poles, or towers, supporting the crossing span, and 
the adjoining span on each side, preferably shall be in a straight 
line. 

6. The wires, or cables, shall cross over telegraph, telephone 
and similar wires wherever practicable. 

7. Cradles, or overhead bridges, shall not be used. 

CLEARANCE. 

8. The side clearance shall be not less than twelve feet from 
the nearest rail of main-line track, nor less than six feet from the 
nearest rail of sidings. At loading sidings sufficient space shall 
be left for a driveway. 

9. The clear headroom shall be not less than thirty feet above 
the top of rail under the most unfavorable condition of temperature 
and loading. For constant potential, direct current circuits, not 
exceeding 750 volts, when paralleled by trolley contact wires, the 
clear headroom need not exceed twenty-five feet. 

10. The clearance of alternating current-circuits above any 
existing wires, under the most unfavorable condition of temperature 
and loading, shall be not less than eight feet wherever possible. 
For constant potential, direct-current circuits, not exceeding 750 



64 


Specifications for Overhead Crossings of Electric Light and Power Lines. 

volts, the minimum clearance above telegraph, telephone and 
similar wires may be two feet with insulated wires and four feet 
with bare wires. 

11. The separation of conductors carrying alternating current, 
supported by pin insulators, for spans not exceeding 150 feet, shall 


be not less than— 

Line Voltage. Separation. 

Not exceeding 6,600 volts. 14^" 

Exceeding 6,600 but not exceeding 14,000. 24" 

“ 14,000 “ “ 27,000....... 30" 

“ 27,000 “ “ 35,000 . 36" 

“ 35,000 “ “ 47,000 . 45" 

“ 47,000 “ “ 70,000 . 60" 


For spans exceeding 150 feet the pin spacing should be increased 
depending upon the length of the span and the sag of the conductors. 

Note.—T his requirement does not apply to wires of the same phase or polarity be¬ 
tween which there is no difference of potential. 

With constant potential direct-current circuits not exceeding 
750 volts, the minimum spacing shall be ten inches. 

12. When supported by insulators of the disc or suspension 
type, the crossing span and the next adjoining spans shall be dead- 
ended at the poles, or towers, supporting the crossing span, so that 
at these poles, or towers, the insulators shall be used as strain 
insulators. 

13. The clearance in any direction between the conductors 
nearest the pole, or tower, and the pole, or tower, shall be not less 


than— 

Line Voltage. Clearances. 

Not exceeding 10,000. 9" 

Exceeding 10,000 but not exceeding 14,000 . 12" 

“ 14,000 “ “ 27,000 15" 

“ 27,000 •“ “ 35,000 18" 

“ 35,000 “ “ 47,000 21" 

“ 47,000 “ “ 70,000 24" 


CONDUCTORS. 

14. The normal mechanical tension in the conductors generally 
shall be the same in the crossing span and in the adjoining span 
on each side and the difference in length of the crossing and ad¬ 
joining spans generally shall be not more than 50 per cent, of the 
length of the crossing span. 

15. The conductors shall not be spliced in the crossing span 
nor in the adjoining span on either side. 

16. The method of supporting the conductors at the poles, 
or towers, shall be such as to hold the wires, under maximum loading, 
to the supporting structures, in case of shattered insulators, or 















65 


Specifications for Overhead Crossings of Electric Light and Power Lines. 

wires broken or burned at an insulator, without allowing an amount 
of slip which would materially reduce the clearance specified in 
Paragraphs No. 9 and No. 10. 

GUYS. 

17. Wooden poles supporting the crossing span shall be side- 
guyed in both directions if practicable, and be head-guyed away 
from the crossing span. The next adjoining poles shall be head- 
guyed in both directions. Braces may be used instead of guys. 

18. Strain insulators shall be used in guys from wooden poles 
carrying any power wire of less than 6,600 volts, provided the guys 
are not through grounded to permanently damp earth. Strain 
insulators shall not be used in guying steel structures, nor required 
on wooden poles carrying wires, all of which are 6,600 volts or more, 
provided the guys are through grounded to permanently damp 
earth. 

CLEARING. 

19. The space around the poles, or towers, shall be kept free 
from inflammable material, underbrush and grass. 

SIGNS. 

20. In the case of railroad crossings, if required by the railroad 
company, warning signs of an approved design shall be placed 
on all poles and towers located on the railroad company’s right- 
of-way. 

GROUNDING. 

21. For voltages over 5,000 volts, wooden cross-arms, if used, 
shall be provided with a grounded metallic plate on top of the 
arm, which shall be not less than hs" in thickness and which shall 
have a sectional area and conductivity not less than that of the 
line conductor. Metal pins shall be electrically connected to 
this ground. Metal poles and metal arms on wooden poles shall 
be grounded. 

22. The electrical conductivity of the ground conductor shall 
be adjusted to the short-circuit current capacity of the system, 
and shall be not less than that of a No. 4 B. & S. gauge copper wire. 

TEMPERATURE. 

23. In the computation of stresses and clearances, and in erec¬ 
tion, provision shall be made for a variation in temperature from 
-20° F. to +120° F. A suitable modification in the temperature 
requirements shall be made for regions in which the above limits 
would not fairly represent the extreme range of temperature. 

INSPECTION. 

24. If required by contract, all material and workmanship 
shall be subject to the inspection of the company crossed; provided 


66 


Specifications for Overhead Crossings of Electric Light and Power Lines. 

that reasonable notice of the intention to make shop inspection 
shall be given by such company. Defective material shall be 
rejected, and shall be removed and replaced with suitable material. 

25. On the completion of the work, all false work, plant and 
rubbish, incident to the construction, shall be removed promptly 
and the site left unobstructed and clean. 

DRAWINGS. 

26. If required, by contract,-(—) complete sets of general 

and detail drawings shall be furnished for approval, before any 
construction is commenced. ' 


LOADS. 

27. The conductors shall be considered as uniformly loaded 
throughout their length, with a load equal to the resultant of 
the dead load plus the weight of a layer of ice W in thickness, 
and a wind pressure of 8.0 lbs. per square foot on the ice-covered 
diameter, at a temperature of 0° F. 

28. The weight of ice shall be assumed as 57 lbs. per cubic 
foot (0.033 lbs. per cubic inch). 

29. Insulators, pins and conductor attachments shall be designed 
to withstand, with the designated factor of safety, the tension 
in the conductors under the maximum loading. 

30. The pole, or towers, shall be designed to withstand, with 
the designated factor of safety, the combined stresses from their 
own weight, the wind pressure on the pole, or tower, and the above 
wire loading on the crossing span and the next adjoining span on 
each side. The wind pressure on the poles, or towers, shall be 
assumed at 13 lbs. per square foot on the projected area of solid 
or closed structures, and on one and one-half (1)^) times the pro¬ 
jected area of latticed structures. 

31. The poles, or towers, shall also be designed to withstand the 
loads specified in Paragraph No. 30, combined with the unbalanced 
tension of— 

2 broken wires for poles, or towers, carrying 5 wires or less. 

3 “ “ “ “ 6 to 10 wires. 

4 “ “ “ “ 11 or more wires. 

32. Cross-arms shall be designed to withstand the loading speci¬ 
fied in Paragraph No. 30, combined with the unbalanced tension 
of one wire broken at the pin farthest from the pole. 

33. The poles, or towers, may be permitted a reasonable de¬ 
flection under the specified loading, provided that such deflection 
does not reduce the clearances specified in Paragraph No. 10 more 
than 25 per cent, or produce stresses in excess of those specified 
in Paragraphs Nos. 65 to 69. 



Specifications for Overhead Crossings of Electric Light and Power Lines. 


FACTORS OF SAFETY. 

34. The ultimate unit stress divided by the allowable unit 
stress shall be not less than the following: 


Wires and cables. 2 

Pins. 2 

Insulator, conductor attachments, guys. 3 

Wooden poles and cross arms. 6 

Structural steel. 3 

Reinforced concrete poles and cross arms. 4 

Foundations. 2 


Note.— The use of treated wooden poles and cross arms is recommended. The 
treatment of wooden poles and cross arms should be by thorough impregnation with 
preservative by either closed or open-tank process. For poles, except in the case of 
yellow pine, the treatment need not extend higher than a point two feet above the 
ground line. 


INSULATORS. 

35. Insulators for line voltages of less than 9,000 shall not flash 
over at four times the normal working voltage, under a precipitation 
of water of one-fifth of an inch per minute, at an inclination of 
forty-five degrees to the axis of the insulator. 

36. Each separate part of a built-up insulator, for line voltages 
over 9,000, shall be subjected to the dry flash-over test of that 
part for five consecutive minutes. 

37. Each assembled and cemented insulator shall be subjected 
to its dry flash-over test for five consecutive minutes. 

The dry flash-over test shall not be less than— 


Line Voltage. Test Voltage. 

Exceeding 9,000 but not exceeding 14,000 . 65,000 

« 14,000 “ “ 27,000 100,000 

* 27,000 “ “ 35,000 125,000 

* 35,000 “ “ 47,000 150,000 

“ 47,000 “ “ 60,000 . 180,000 

“ 60,000 . three times 

line voltage. 


Each insulator shall further be so designed that, with excessive 
potential, failure will first occur by flash-over and not by puncture. 

38. Each assembled insulator shall be subjected to a wet flash- 
over test, under a precipitation of water of one-fifth of an inch per 
minute, at an inclination of forty-five degrees to the axis of the 
insulator. 















68 


Specifications for Overhead Crossings of Electric Light and Power Lines. 
The wet flash-over test shall be not less than— 


Line Voltage. . Test Voltage. 

Exceeding 9,000 but not exceeding 14,000 . 40,000 

“ 14,000 “ “ 27,000 . 60,000 

“ 27,000 “ “ 35,000 . 80,000 

“ 35,000 “ “ 47,000 . 100,000 

“ 47,000 “ “ 60,000 . 120,000 

“ 60,000 . twice the 

line voltage. 


39. Test voltages above 35,000 volts shall be determined by 
the A. I. E. E. Standard Spark-Gap Method. 

40. Test voltages below 35,000 volts shall be determined by 
transformer ratio. 

MATERIAL. 

CONDUCTORS. 

41. The conductors shall be of copper, aluminum, or other 
non-corrodible material, except that in exceptionally long spans, 
where the required mechanical strength cannot be obtained with 
the above materials, galvanized or copper-covered steel strand 
may be used. 

42. For voltages not exceeding 750 volts, solid or stranded 
conductors may be used up to and including 4/0 in size; above 
4/0 in size, stranded conductors shall be used. For voltages ex¬ 
ceeding 750 volts, and not exceeding 5,000 volts, solid or stranded 
conductors may be used up to and including 2/0 in size; above 
2/0 in size, conductors shall be stranded. For voltages exceeding 
5,000 volts, all conductors shall be stranded. Aluminum conductors 
for all voltages and sizes shall be stranded. 

The minimum size of conductors shall be as follows: 

No. 6 B. & S. gauge copper for voltages not exceeding 5,000 volts. 

No. 4 B. & S. gauge copper for voltages exceeding 5,000 volts. 

No. 1 B. & S. gauge aluminum for all voltages. 

INSULATORS. 

43. Insulators shall be of porcelain for voltages exceeding 5,000 
volts. 

44. Strain insulators for guys shall have an ultimate strength 
of not less than twice that of the guy in which placed. Strain 
insulators shall be so constructed that the guy wires holding the 
insulator in position will interlock in case of the failure of the in¬ 
sulator. 

Strain insulators for guys shall not flash over at four times the 
maximum line voltage, under a precipitation of water of one-fifth 
inch per minute, at an inclination of forty-five degrees to the axis 
of the insulator. 






69 


Specifications for Overhead Crossings of Electric Light and Power Lines. 


PINS. 

45. For voltages of 5,000 and over, insulator pins shall be of 
steel, wrought iron, malleable iron, or other approved metal or 
alloy, and shall be galvanized, or otherwise protected from corrosion. 


GUYS. 


46. Guys shall be galvanized or copper-covered stranded steel 
cable, not less than in diameter, or galvanized rolled rods of 
equivalent tensile strength. 

47. Guys to the ground shall connect to a galvanized anchor 
rod, extending at least one foot above the ground level. 


48. The detail of the anchorage shall be definitely shown upon 
the plans. 


WOODEN POLES. 


49. Wooden poles shall be of selected timber, peeled, free from 
defects which would decrease their strength or durability, not 
less than seven inches minimum diameter at the top, and meeting 
the requirements as specified in Paragraphs 17, 30, 31 and 34. 


CONCRETE. 

50. All concrete and concrete material shall be in accordance 
with the requirements of the report of the Joint Committee on 
Concrete and Reinforced Concrete. 


STRUCTURAL STEEL.' 

51. Structural steel shall be in accordance with the Manufac¬ 
turers’ Standard Specifications. 

52. The design and workmanship shall be strictly in accordance 
with first-class practice. 

53. The form of the frame shall be such that the stresses may 
be computed with reasonable accuracy, or the strength shall be 
determined by actual test. 

54. The sections used shall permit inspection, cleaning and 
painting, and shall be free from pockets in which water or dirt 
can collect. 

55. The length of a main compression member shall not exceed 
180 times its least radius of gyration. The length of a secondary 
compression member shall not exceed 220 times its least radius 
of gyration. 

56. The minimum thickness of metal in galvanized structures 
shall be one-quarter inch for main members, and one-eighth inch 
for secondary members. The minimum thickness of painted 
material shall be one-quarter inch. 


70 


Specifications for Overhead Crossings of Electric Light and Power Lines. 

PROTECTIVE COATINGS. 

57. All structural steel shall be thoroughly cleaned at the shop 
and be galvanized, or given one coat of approved paint. 

PAINTED MATERIAL. 

58. All contact surfaces shall be given one coat of paint before 
assembling. All painted structural steel shall be given two field 
coats of an approved paint. The surface of the metal shall be 
thoroughly cleaned of all dirt, grease, scale, etc., before painting, 
and no painting shall be done in freezing or rainy weather. 

GALVANIZED MATERIAL. 

59. Galvanized material shall be in accordance with the Speci¬ 
fications for Galvanizing Iron and Steel. 

Bolt holes in galvanized material shall be made before galvanizing. 

FOUNDATIONS. 

60. The foundations for steel poles and towers shall be designed 
to prevent overturning. 

The weight of concrete shall be assumed as 140 pounds per cubic 
foot. In good ground, the weight of “earth” (calculated at 30 
degrees from the vertical) shall be assumed as 100 pounds per 
cubic foot. In swampy ground, special measures shall be taken 
to prevent uplift or depression. 

61. The top of the concrete foundation, or casing, shall be 
not less than six inches above the surface of the ground, nor less 
than one foot above extreme high water. 

62. When located in swampy ground, wooden crossing and 
next adjoining poles shall be set in barrels of broken stone or gravel, 
or in broken stone or timber footings. 

63. When located in the sides of banks, or when subject to 
washouts, foundations shall be given additional depth, or be pro¬ 
tected by cribbing or riprap. 

64. All foundations and pole settings shall be tamped in six- 
inch layers, while back filling. 

WORKING UNIT STRESSES. 

Obtained by dividing the ultimate breaking strength by the 
factors of safety given in Paragraph No. 34. 

STRUCTURAL STEEL. 

$ 

65. Tension (net section).... 18,000 lbs. per square inch. 

Shear. 14,000 

Compression. 18,000-60y- “ “ 




71 


Specifications for Overhead Crossings of Electric Light and Power Lines. 

RIVETS, PINS. 

. 10,000 lbs. per square inch. 

. 20,000 

. 20,000 

BOLTS. 


67 - Shear. 8,500 lbs. per square inch. 

Bearing. 17,000 “ 

Bending. 17,000 “ “ 


68. WIRES AND CABLES. 

Per square inch. 

Copper, hard-drawn, solid, B. & S. gauge, 4/0, 3/0, 2/0. 25,000 lbs. 

“ 1/0. 27,500 “ 

“ No. 1. 28,500 “ 

“ Nos. 2, 4, 6. . 30,000 “ 

“ . 17,000 “ 

“ . 30,000 “ 

“ . 17,000 “ 

“ under 4/0. . . 12,000 “ 

“ 4/0and over. 11,500 “ 


UNTREATED TIMBER. 

Bending. Compression. 


Eastern White Cedar.. , 

600 lbs. 

per sq. 

in. 600 (1- 

L 

60 D 

Chestnut. 

. 850 “ 

U 

850 

U 

Washington Cedar. 

. 850 “ 

u 

850 

a 

Idaho Cedar. 

. 850 “ 

a 

850 

u 

Port Orford Cedar. 

1,150 “ 

u 

1,150 

u 

Long-Leaf Yellow Pine. 

1,100 “ 

u 

1,100 

a 

Short-Leaf Yellow Pine. 

950 “ 

C ( 

950 

u 

Douglas Fir. 

1,000 “ 

u 

1,000 

u 

White Oak. 

950 “ 

a 

950 

u 

Red Cedar. 

700 “ 

a 

700 

u 

BaldCypress(Heartwood) 800 “ 

u 

800 

a 

Redwood. 

850 “ 

u 

850 

u 

Catalpa. 

500 “ 

u 

500 

u 

Juniper. 

550 “ 

u 

550 

u 


L—Length, in inches. 

D—Least side, or diameter, in inches. 


SPECIFICATION FOR GALVANIZING FOR IRON OR STEEL. 

These specifications give in detail the test to be applied to gal¬ 
vanized material. All specimens shall be capable of withstanding 
these tests. 

COATING. 

(a) The galvanizing shall consist of a continuous coating of 
pure zinc of uniform thickness, and so applied that it adheres firmly 


u 

U 

u 

u 

u 

u 

u 

u 

a 

a 

a 

u 

u 

u 

u 

u 

soft 

a 

a 

u 

a 

hard 

u 

stranded, 

a 

u 

soft 

(( 

( C 

u 

Aluminum, hard 

u 

(i 

u 

(C 

U 

a 

u 

u 


66. Shear.... 
Bearing.. 
Bending. 























72 


Specification for Galvanizing for Iron or Steel. 

to the surface of the iron or steel. The finished product shall be 

♦ 

smooth. 

CLEANING. 

(6) The samples shall be cleaned before testing, first with car- 
bona, benzine or turpentine and cotton waste (not with a brush), 
and then thoroughly rinsed in clean water and wiped dry with 
clean cotton waste. 

The sample shall be clean and dry before each immersion in the 
solution. 

SOLUTION. 

(c) The standard solution of copper sulphate shall consist of 
commercial copper sulphate crystals dissolved in cold water, about 
in the proportion of 36 parts, by weight, of crystals to 100 parts, 
by weight, of water. The solution shall be neutralized by the 
addition of an excess of chemically pure cupric oxide (Cu O). The 
presence of an excess of cupric oxide will be shown by the sediment 
of this reagent at the bottom of the containing vessel. 

The neutralized solution shall be filtered before using by passing 
through filter paper. The filtered solution shall have a specific 
gravity of 1.186 at 65° F. (reading the scale at the level of the solu¬ 
tion) at the beginning of each test. In case the filtered solution 
is high in specific gravity, clean water shall be added to reduce 
the specific gravity at 1.186 at 65° F. In case the filtered solution 
is low in specific gravity, filtered solution of a higher specific gravity 
shall be added to make the specific gravity 1.186 at 65° F. 

As soon as the stronger solution is taken from the vessel con¬ 
taining the unfiltered neutralized stock solution, additional crystals 
and water must be added to the stock solution. An excess of 
cupric oxide shall always be kept in the unfiltered stock solution. 

QUANTITY OF SOLUTION. 

( d ) Wire samples shall be tested in a glass jar of at least 2" 
inside diameter. The jar without the wire samples shall be filled 
with standard solution to a depth of at least 4". Hardware 
samples shall be tested in a glass or earthenware jar containing 
at least one-half pint of standard solution for each hardware sample. 

Solution shall not be used for more than one series of four im¬ 
mersions. 

SAMPLES. 

(e) Not more than seven wires shall be simultaneously immersed, 
and not more than one sample of galvanized material other than 
wire shall be immersed in the specified quantity of solution. 

The samples shall not be grouped or twisted together, but shall 
be well separated so as to permit the action of the solution to be 
uniform upon all immersed portions of the samples. 


73 


Specification for Galvanizing for Iron or Steel. 

TEST. 

(J) Clean and dry samples shall be immersed in the required 
quantity of standard solution in accordance with the following 
cycle of immersions. 

The temperature of the solution shall be maintained between 
62° and 68° F. at all times during the following test: 

(1) Immerse for one minute, wash and wipe dry. 

(2) Immerse for one minute, wash and wipe dry. 

(3) Immerse for one minute, wash and wipe dry. 

(4) Immerse for one minute, wash and wipe dry. 

After each immersion the samples shall be immediately washed 
in clean water having a temperature between 62° and 68° F., and 
wiped dry with cotton waste. 

In the case of No. 14 galvanized iron or steel wire, the time of 
the fourth immersion shall be reduced to one-half minute. 

REJECTION. 

( g ) If after the test described in section (/) there should be a 
bright metallic copper deposit upon the samples, the lot represented 
by the sample shall be rejected. 

Copper deposits on zinc or within 1" of the cut end shall not be 
considered causes for rejection. 

In the case of a failure of only one wire in a group of seven wires 
immersed together, or if there is a reasonable doubt as to the copper 
deposit, two check tests shall be made on these seven wires and 
the lot reported in accordance with the majority of the sets of tests. 

Note.—T he equipment necessary for the tests herein outlined is as follows: 

Filter paper. 

Commercial copper sulphate crystals. 

Chemically pure cupric oxide (Cu O). 

Running water. 

Warm water or ice, as per needs. 

Carbona, benzine or turpentine. 

Glass jars at least 2" inside diameter by at least 43^" high. 

Glass or earthenware jars for hardware samples. 

Vessel for washing samples. 

Tray for holding jars of stock solution. 

Jars, bottles and porcelain basket for stock solution. 

Cotton Waste. 

Hydrometer cylinder 3" diameter by 15" high. 

Thermometer with large Fahrenheit scale correct at 62° and 68°. 

Hydrometer correct at 1.186 at 65° F. 


Diagrams Showing Inside Measurements of the Standard Box Car 

AS ADOPTED BY THE AMERICAN RAILWAY ASSOCIATION OCTOBER 23. 1901 


74 





Longitudinal Section. Cross Section. 




























































































































AMERICAN RAILWAY ENGINEERING 
ASSOCIATION. 

SPECIFICATIONS FOR CARBON STEEL RAILS.—1914. 

Provisionally approved by The American Railway Association, November 
20, 1912; amended May 20, 191!+; (See Standing Resolution.) 


INSPECTION. 

ACCESS TO WORKS. 

1. Inspectors representing the purchaser shall have free entry 
to the works of the manufacturer at all times while the contract 
is being executed, and shall have all reasonable facilities afforded 
them by the manufacturer to satisfy them that the rails have been 
made in accordance with the terms of the specifications. 

PLACE FOR TESTS. 

2. All tests and inspections shall be made at the place of manu¬ 
facture, prior to shipment, and shall be so conducted as not to 

interfere unnecessarily with the operation of the mill. 

/ 

MATERIAL. 

MATERIAL. 

3. The material shall be steel made by the Bessemer or Open 
Hearth process as provided by the contract. 

CHEMICAL REQUIREMENTS. 

CHEMICAL COMPOSITION. 

4. The chemical composition of each heat of the steel from which 
the rails are rolled, determined as prescribed in Section 6, shall 
be within the following limits: 


Elements. 

Per Cent, for Bessemer Process. 

Per Cent, for Open Hearth 
Process. 

70 lbs. and over, 
but under 

85 lbs. 

85-100 lbs., 
inclusive. 

70 lbs. and over, 
but under 

85 lbs. 

85-100 lbs. 
inclusive 

Carbon. 

0.40 to 0.50 

0.45 to 0.55 

0.53 to 0.66 

0.62 to 0.75 

Phosphorus, not 
to exceed.... 

0.10 

0.10 

0.04 

0.04 

Manganese .... 

0.80 to 1.10 

0.80 to 1.10 

0.60 to 0.90 

0.60 to 0.90 

Silicon, not to 
exceed . 

0.20 

0.20 

0.20 

0.20 

























76 


Specifications for Carbon Steel Rails. 

AVERAGE CARBON. 

5. It is desired that the percentage of carbon in an entire order 
of rails shall average as high as the mean percentage between the 
upper and lower limits specified. 

ANALYSES. 

6. In order to ascertain whether the chemical composition 
is in accordance with the requirements, analyses shall be furnished 
as follows: 

(a) For Bessemer process the manufacturer shall furnish to 
the inspector, daily, carbon determinations for each heat before 
the rails are shipped, and two chemical analyses every twenty- 
four hours representing the average of the elements, carbon, man¬ 
ganese, silicon, phosphorus and sulphur contained in the steel, 
one for each day and night turn respectively. These analyses 
shall be made on drillings taken from the ladle test ingot not less 
than one-eighth inch beneath the surface. 

( b ) For Open Hearth process, the makers shall furnish the 
inspectors with a chemical analysis of the elements, carbon, man¬ 
ganese, silicon, phosphorus and sulphur, for each heat. 

(c) On request of the inspector, the manufacturer shall furnish 
a portion of the test ingot for check anatyses. 

PHYSICAL REQUIREMENTS. 

PHYSICAL QUALITIES. 

7. Tests shall be made to determine: 

(а) Ductility or toughness as opposed to brittleness. 

(б) Soundness. 

METHOD OF TESTING. 

8. The physical qualities shall be determined by the drop test. 

DROP TESTING MACHINE. 

9. The drop testing machine used shall be the standard of the 
American Railway Engineering Association. 

(а) The tup shall weigh 2,000 lbs., and have a striking face 
with a radius of five inches. 

(б) The anvil block shall weigh 20,000 lbs., and be supported 
on springs. 

(c) The supports for the test pieces shall be spaced three feet 
between centers and shall be a part of, and firmly secured, to the 
anvil. The bearing surfaces of the supports shall have a radius 
of five inches. 

PIECES FOR DROP TEST. 

10. Drop tests shall be made on pieces of rail not less than 
four feet and not more than six feet long. These test pieces shall 


77 


Specifications for Carbon Steel Rails. 

be cut from the top end of the top rail of the ingot, and marked 
on the base or head with gage marks one inch apart for three inches 
each side of the center of the test piece, for measuring the ductility 
of the metal. 


TEMPERATURE OF TEST PIECES. 

11. The temperature of the test pieces shall be between 60 and 
100 degrees Fahrenheit. 


HEIGHT OF DROP. 

12. The test piece shall ordinarily be placed head upwards on 
the supports, and be subjected to impact of the tup falling free from 
the following heights: 


For 70-lb. rail.16 feet 

For 80, 85 and 90-lb. rail.17 feet 

For 100-lb. rail.18 feet 


ELONGATION OR DUCTILITY. 

13. ( a ) Under these impacts the rail under one or more blows 
shall show at least 6 per cent, elongation for one inch, or 5 per 
cent, each for two consecutive inches of the six-inch scale, marked 
as described in Section 10. 

(6) A sufficient number of blows shall be given to determine 
the complete elongation of the test piece of at least every fifth heat 
of Bessemer steel, and of one out of every three test pieces of a 
heat of Open Hearth steel. 

PERMANENT SET. 

14. It is desired that the permanent set after one blow under 
the drop test shall not exceed that in the following table, and a 
record shall be made of this information: 


Rail. 

Permanent Set, measured by 
Middle Ordinate in Inches 
in a Length of 3 Feet. 

Section 

Weight 
per Yard. 

Moment 
of Inertia. 

Bessemer 

Process. 

O. H. Process. 

A.R.A.—A. 

100 

48.94 

1.65 

1.45 

A.R.A.—B. 

100 

41.30 

2.05 

1.80 

A.R.A.—A. 

90 

38.70 

1.90 

1.65 

A.R.A.—B. 

90 

32.30 

2.20 

2.00 

A.R.A.—A. 

80 

28.80 

2.85 

2.45 

A.R.A.—B. 

80 

25.00 

3.15 

2.85 

A.R.A.—A. 

70 

21.05 

3.50 

3.10 

A.R.A.—B. 

70 

18.60 

3.85 

3.50 
































78 


Specifications for Carbon Steel Rails. 

TEST TO DESTRUCTION. 

15. The test pieces which do not break under the first or sub¬ 
sequent blows shall be nicked and broken, to determine whether 
the interior metal is sound. The words ‘'interior defect,” used 
below, shall be interpreted to mean seams, laminations, cavities 
or interposed foreign matter made visible by the destruction tests, 
the saws or the drills. 

BESSEMER PROCESS DROP TESTS. 

16. One piece shall be tested from each heat of Bessemer steel. 

(а) If the test piece does not break at the first blow and shows 
the required elongation (Section 13), all of the rails of the heat 
shall be accepted, provided that the test piece when broken does 
not show interior defect. 

(б) If the test piece breaks at the first blow, or does not show 
the required elongation (Section 13), or if the test piece does not 
break and shows the required elongation, but when broken shows 
interior defect, all of the top rails from that heat shall be rejected. 

(c) A second test shall then be made of a test piece selected by 
the inspector from the top end of any second rail of the same heat, 
preferably of the same ingot. If the test piece does not break at 
the first blow, and shows the required elongation (Section 13), all 
of the remainder of the rails of the heat shall be accepted, provided 
that the test piece when broken does not show interior defect. 

( d ) If the test piece breaks at the first blow, or does not show 
the required elongation (Section 13), or if the test piece does not 
break and shows the required elongation, but when broken shows 
interior defect, all of the second rails from that heat shall be rejected. 

(e) A third test shall then be made of a test piece selected by the 
inspector from the top end of any third rail of the same heat, pre¬ 
ferably of the same ingot. If the test piece does not break at the 
first blow and shows the required elongation (Section 13), all of 
the remainder of the rails of the heat shall be accepted, provided 
that the test piece when broken does not show interior defect. 

(/) If the test piece breaks at the first blow, or does not show 
the required elongation (Section 13), or if the test piece does not 
break and shows the required elongation, but when broken shows 
interior defect, all of the remainder of the rails from that heat 
shall be rejected. 

OPEN HEARTH PROCESS DROP TESTS. 

17. Test pieces shall be selected from the second, middle and 
last full ingot of each Open Hearth heat. 

(a) If two of these test pieces do not break at the first blow, 
and if both show the required elongation (Section 13), all of the 
rails of the heat shall be accepted, provided that none of the three 
test pieces when broken shows interior defect. 


79 


Specifications for Carbon Steel Rails. 

(6) If two of the test pieces break at the first blow or do not 
show the required elongation (Section 13), or if any of the three 
test pieces when broken show interior defect, all of the top rails 
from that heat shall be rejected. 

(c) Second tests shall then be made from three test pieces se¬ 
lected by the inspector from the top end of any second rails of 
the same heat, preferably of the same ingots. If two of these 
test pieces do not break at the first blow and if both show the re¬ 
quired elongation (Section 13), all of the remainder of the rails 
of the heat shall be accepted, provided that none of the three test 
pieces when broken shows interior defect. 

(d) If two of these test pieces break at the first blow or do not 
show the required elongation (Section 13), or if any of the three 
test pieces when broken show interior defect, all of the second 
rails of the heat shall be rejected. 

(e) Third tests shall then be made from three test pieces se¬ 
lected by the inspector from the top end of any third rails of the 
same heat, preferably of the same ingots. If two of these test 
pieces do not break at the first blow, and if both show the required 
elongation (Section 13), all of the remainder of the rails of the 
heat shall be accepted, provided that none of the three test pieces 
when broken shows interior defect. 

(/) If two of these test pieces break at the first blow, or do 
not show the required elongation (Section 13,) or if any of the 
three test pieces when broken show interior defect, all of the re¬ 
mainder of the rails from that heat shall be rejected. 

No. 1 RAILS. 

18. No. 1 classification rails shall be free from injurious defects 
and flaws of all kinds. 

No. 2 RAILS. 

19. (a) Rails, which, by reason of surface imperfections, or 
for causes mentioned in Section 29 hereof, are not classed as No. 1 
rails, will be accepted as No. 2 rails, but No. 2 rails which contain 
imperfections in such number or of such character as will, in the 
judgment of the inspector, render them unfit for recognized No. 2 
uses, will not be accepted for shipment. 

(6) No. 2 rails to the extent of 5 per cent, of the whole order 
will be received. All rails accepted as No. 2 rails shall have the 
ends painted white and shall have two prick punch marks on the 
side of the web near the heat number near the end of the rail, so 
placed as not to be covered by the splice bars. 

DETAILS OF MANUFACTURE. 

QUALITY OF MANUFACTURE. 

20. The entire process of manufacture shall be in accordance 
with the best current state of the art. 


\ 


80 


Specifications for Carbon Steel Rails. 

BLED INGOTS. 

21. Bled ingots shall not be used. 

DISCARD. 

22. There shall be sheared from the end of the bloom, formed 
from the top of the ingot, sufficient metal to secure sound rails. 

LENGTHS. 

23. The standard length of rails shall be 33 feet, at a temperature 
of 60 degrees Fahrenheit. Ten per cent, of the entire order will 
be accepted in shorter lengths varying by 1 foot from 32 feet to 
25 feet. A variation of one-fourth inch from the specified lengths 
will be allowed, excepting that for 15 per cent, of the order a varia¬ 
tion of three-eighths inch from the specified lengths will be allowed. 
No. 1 rails less than 33 feet long shall be painted green on both ends. 

SHRINKAGE. 

24. The number of passes and speed of train shall be so regulated 
that on leaving the rolls at the final pass, the temperature of the * 
rail will not exceed that which requires a shrinkage allowance 
at the hot saws, for a rail 33 feet in length and of 100 lbs. section, 
of six and three-fourths inches and one-eighth inch less for each 
ten lbs. decrease in section. 

COOLING. 

25. The bars shall not be held for the purpose of reducing their 
temperature, nor shall any artificial means of cooling them be 
used after they leave the finishing pass. Rails, while on the cooling 
beds, shall be protected from snow and water. 

SECTION. 

26. The section of rails shall conform as accurately as possible 
to the template furnished by the railroad company. A variation 
in height of one-sixty-fourth inch less or one-thirty-second inch 
greater than the specified height, and one-sixteenth inch in width 
of flange, will be permitted; but no variation shall be allowed 
in the dimensions affecting the fit of the splice bars. 

WEIGHT. 

27. The weight of the rails specified in the order shall be main¬ 
tained as nearly as possible, after complying with the preceding 
section. A variation of one-half of 1 per cent, from the calculated 
weight of section, as applied to an entire order, will be allowed. 

PAYMENT. 

28. Rails accepted will be paid for according to actual weights. 

STRAIGHTENING. 

29. (a) The hot straightening shall be carefully done, so 
that gagging under the cold presses will be reduced to a minimum. 


81 


Specifications for Carbon Steel Rails. 

Any rail coming to the straightening presses showing sharp kinks 
or greater camber than that indicated by a middle ordinate of 
4 inches in 33 feet, for A. R. A. type of sections, or 5 inches for 
A. S. C. E. type of sections, will be at once classed as a No. 2 rail. 
The distance between the supports of rails in the straightening presses 
shall not be less than 42 inches. The supports shall have flat sur¬ 
faces and be out of wind. 

(6) Rails heard to snap or check while being straightened shall 
be at once rejected. 

DRILLING. 

30. Circular holes for joint bolts shall be drilled to conform to 
the drawing and dimensions furnished by the railroad company. A 
variation of one-thirty-second inch in excess in size of holes will 
be allowed. 

FINISHING. 

31. (a) All rails shall be smooth on the heads, straight in 
line and surface, and without any twists, waves or kinks. They 
shall be sawed square at the ends, a variation of not more than 
one-thirty-second inch being allowed; and burrs shall be carefully 
removed. 

(b) Rails improperly drilled or straightened, or from which the 
burrs have not been removed, shall be rejected, but may be ac¬ 
cepted after being properly finished. 

(c) When any finished rail shows interior defects at either 
end or in a drilled hole the entire rail shall be rejected. 

BRANDING. 

32. (a) The name of the manufacturer, the weight and type 
of rail, and the month and year of manufacture shall be rolled 
in raised letters and figures on the side of the web. The number 
of the heat and a letter indicating the portion of the ingot from 
which the rail was made shall be plainly stamped on the web of 
each rail, where it will not be covered by the splice bars. The 
top rails shall be lettered “A,” and the succeeding ones “B,” “C,” 
“D,” etc., consecutively; but in case of a top discard of twenty 
or more per cent., the letter “A” will be omitted. All markings 
of rails shall be done so effectively that the marks may be read as 
long as the rails are in service. 

(6) Open Hearth rails shall be branded or stamped “O. H.” 
in addition to the other marks. 

SEPARATE CLASSES. 

33. All classes of rails shall be kept separate from each other. 

LOADING. 

All rails shall be loaded in the presence of the inspector. 


34. 


82 


RAIL SECTIONS TYPE “A” AND TYPE “B” 

Adopted as “Recommended Practice” 

by 

THE AMERICAN RAILWAY ASSOCIATION 

April 22, 1908 

(See Standing Resolution—Standard Rail Sections.) 

m . 99 

Type A. 



Area of Head 2.21 sq. in. 37.7# 
“ Web 1-41 “ 24.1# 

“ Base 2.24 “ 38.2# 

Total 5.86 “ 100.0# 

Moment of Inertia 15.41 
Section Modulus - Head 6.50 
“ “ Base 7.24 


Ratio Periphery Head to Area Head 2.35 


«* 

«« 

Web 

“ Web 

3.12 

* « 

«< 

Base 

“ Base 

3.48 

Ratio Total 

«< 

to Total 

«< 

3.12 












































83 


“ 99 

Type A. 



Area of Head 

2.68 sq. in. 

39.3$ 

Ratio Periphery Head to Area Head 

2.12 

“ Web 

1.49 “ 

21 . 8 % 

(( 

44 

Web 

Web 

3.07 

“ Base 

2.65 “ 

38 . 9 % 

44 

44 

Base 

Base 

3.20 

Total 

6.82 “ 

100 . 0 % 

Ratio Total 

44 

to Total 


3.00 


Moment of Inertia 21.05 
Section Modulus - Head 8.21 
“ “ Base 9.51 













































84 


a 99 

Type A. 



Area of Head 

3.05 sq. in. 

38.8# 

Ratio Periphery Head to Area Head 

1.93 

«« 

Web 

1.65 “ 

21.0# 

44 

4 4 

Web 

Web 

3.57 

4 4 

Base 

3.16 “ 

40.2# 

44 

44 

Base 

Base 

2.52 

Total 


7.86 “ 

100.0# 

Ratio Total 

4 4 

to Total 


2.50 


Moment of Inertia 28.80 
Section Modulus - Head 10.24 
“ “ Base 12.46 










































85 


<< »» 

Type A. 



Area of Head 3.20 sq. in. 

36 . 2 % 

Ratio Periphery Head to Area Head 

1.90 

Web 2.12 

24.0$ 

«< 

M 

Web 

Web 

3.30 

“ Base 3.50 

39.8$ 

<1 

<« 

Base 

Base 

2.63 

Total 8.82 

Moment of Inertia 38.70 

100.0$ 

Ratio Total 

«< 

to Total 


2.52 


Section Modulus Head 12.56 
“ “ Base 15.23 


«< 







































Type A. 



Area of Head 

3.64-sq. in. 

36.9$ 

Ratio Periphery Head to Area Head 

1.80 

“ Web 

2.29 

23.4$ 

4 4 

44 

Web 

Web 

3.21 

“ Base 

3.91 “ 

39.7$ 

44 

44 

Base 

Base 

3.29 

Total 

9.84 “ 

100.0$ 

Ratio Total 

44 

to Total 


2.92 


Moment of Inertia 48.94 
Section Modulus - Head 15.04 
“ “ Base 17.78 










































87 


Type B. 



Area of Head 2.28 sq. in. 38.8$ Ratio Periphery Head to Area Head 2.10 


• 4 

Web 

1.14 “ 

19.4$ 

« « 

II 

Web 

Web 

4.38 

44 

Base 

2.45 “ 

41.8$ 

II 

II 

Base 

Base 

2.94 

Total 


5.87 “ 

100.0$ 

Ratio Total 

II 

to Total 


2.90 


Moment of Inertia 13.3 
Section Modulus - Head 5.90 
“ “ Base 6.80 












































88 




Type B. 



4 3 /«~ 


Area of Head 2.76 sq. in. 

40.1$ 

Ratio Periphery Head to Area Head 

1.99 

Web 1.34 

44 

19.5$ 

44 

44 

Web 

Web 

4.10 

Base 2.79 

4 4 

40.4$ 

44 

44 

Base 

Base 

2.76 

Total 6.89 

44 

100.0$ 

Ratio Total 

44 

to Total “ 


2.72 

Moment of Inertia 

18.6 







Section Modulus - 

Head 

7.79 






<1 44 

Base 

8.62 




















































■2fir- 


89 


_ VI 

Type B. 



- 4 ^ 6 - 


Area of Head 3.07 sq. in. 38.8% Ratio Periphery Head to Area Head 1.79 


“ Web 

1.54 

“ 19.5% 

<4 


Web 

Web 

3.57 

“ Base 

3.30 

“ 41.7% 

4 4 

<4 

Base 

Base 

2.72 

Total 

7.91 

“ 100.0% 

Ratio Total 

44 

to Total “ 


2.53 


Moment of Inertia 25.1 
Section Modulus - Head 9.38 
“ “ Base 11.08 















































90 


_ << 99 

Type B. 



Area of Head 

3.56 sq. in. 

40.1# 

Ratio Periphery Head to Area Head 

1.68 

“ Web 

1.70 “ 

19.2# 

4 4 

44 

Web 

Web 

3.65 

“ Base 

3.61 “ 

40.7# 

44 

44 

Base 

Base 

2.58 

Total 

8.87 “ 

100.0# 

Ratio Total 

44 

to Total 


2.42 


Moment of Inertia 32.3 
Section Modulus - Head 
“ “ Base 


11.45 

13.21 













































91 


Type B. 

21 “ 



Area of Head 3.9) sq. in. 40.2/S 
" Web 1.89 “ 19.2# 

“ Base 4.01 “ 40.6# 


Total 9.85 “ 100.0# 

Moment of Inertia 41.3 
Section Modulus - Head 13.70 
“ “ Base 15.74 


Ratio Periphery Head to Area Head 1.64 


<1 


Web 

Web 

3.60 

a 

44 

Base 

Base 

2.49 

Ratio Total 

44 

to Total 


2.37 


/ 


4 4 

















































TRIMMING COAL ON FREIGHT CARS. 

{Adopted, May 21, 1913 .—See Standing Resolution.) 

All coal loaded on freight cars must be trimmed to secure an equal distribution of the load. 

Lump coal and lun-of-mine coal extending above the sides of open cars must have the lumps ranked as 
shown in Figure 1 for steel cars and Figure 2 for wooden cars. 


92 



w 

« 

p 

o 


r!> 




x * hvmj. tsji ion 




p 

: 


L. 


W 

tf 

P 

O 

P 


Cars improperly trimmed will not be moved from the mines. 





































































































































































































































































TRACK SCALE SPECIFICATIONS 

AND RULES 


Adopted May 21, 1913; Amended November 19, 1913. 


(See Standing Resolution.) 



94 


TRACK SCALE SPECIFICATIONS AND RULES. 

Subject to such changes as may be required to meet local or special conditions. 


The following recommendations are made with the view of setting 
an ultimate standard to which railroads generally may work but 
are not intended to condemn scales, methods of installation or 
reinstallations, etc., now in service which come within the sensibility 
and tolerance prescribed in Section 4 and respond to tests as pre¬ 
scribed in Section 12. 

These specifications and rules are not intended to cover instal¬ 
lations for special weighing, such as twin loads, etc. 

SELECTION, INSTALLATION AND LOCATION OF NEW SCALES. 

1. When selecting track scales, the following should be 
considered: 

(a) Maximum loads to be moved over scale for weighing or 
otherwise, considering the spacing of and concentration of weight 
on axles. 

( b ) Length of wheel base of cars or other equipment to be 
weighed. 

(c) Whether cars are to be weighed spotted or in motion. 

2. When track scales are to be installed, consideration should 
be given to: 

(a) Location with respect to yard work and grade; 

( b) Character of foundations: 

(c) Method of installation; 

(d) Drainage, lighting, heating, ventilation. 

3. Having the above information, the three essentials of a 
track scale are: 

Design, capacity and length. 

4. SCALE DESIGN. 

(a) Scales should be so designed that when the load is applied 
to the main supporting levers, the oscillation of the platform will 
not displace the bearings at points of contact on the knife-edges. 

( b ) They should be constructed preferably in four sections with 
vital parts as accessible for cleaning and inspection as practicable. 

(c) Practical means of adjustment should be provided to secure 
uniform distribution of load on scale at points of support. 






95 


Track Scale Specifications and Rules. 

C d ) Parts of the same type of scale should be of uniform dimen¬ 
sions and interchangeable as far as practicable. 

1 he position of each nose iron should be clearly indicated by 
a well-defined mark, showing its position when the lever is sealed. 

(e) Scale design which contemplates the use of check rods 
should be checked longitudinally and transversely, preferably 
at point of least resistance. 

(/) Beams should be so designed as to weigh all loads on main 
and fractional bars without use of hanger weights. The main bar 
of beam should have not more than six (6) notches to the inch, 
assuming each notch to represent 1,000 pounds. Fractional bar 
should be graduated to 50-pound subdivisions, with not more 
than four subdivisions to the inch, which would correspond to 
200 pounds per inch. 

A shoulder stop must be provided on all beams to prevent the 
poise traveling back of the zero graduation. 

Where the scale is not equipped with a full capacity beam, the 
maximum capacity must be clearly and permanently placed on the 
scale, where it can be easily seen. 

( g ) Multiplication at butt of beam should not exceed 800 to 1. 
High multiplication in levers is undesirable. 

(. h ) Recording beams should be used where spot weighing 
is performed. 

(■ i ) The sensibility reciprocal is the weight required to move 
the beam a definite amount from pointer or other indicating device 
of a scale. In scales provided with a beam and trig loop the sensi¬ 
bility reciprocal is the added weight required to be placed upon 
the platform to break and turn the beam from a horizontal position 
in the middle of the loop to a position of equilibrium at the top 
of the loop. This may be determined be subtracting the weight 
instead of adding it, or by using the sliding poise on the beam, if 
this is done without jarring the beam. For railroad track scales 
the angular movement or play should be 2% of the distance between 
the trig loop and the fulcrum knife-edge, and the sensibility should 
correspond to 1% angular movement of the beam. 

The sensibility reciprocal of a track scale should never be greater 
than 100 pounds, and when the scale is new should be not greater 
than 50 pounds; that is, a load of 50 pounds, when applied to the 
scale platform, should cause the beam to move from a position 
in the middle of the trig loop to the top of the loop. For verification 
purposes when new, a scale should be capable of adjustment to 
within ioW (one-half pound to the thousand pounds) of the capacity, 
and should be considered inaccurate after it cannot be maintained 
in adjustment to within four pounds to the thousand pounds, in 
excess or recess. 


96 


Track Scale Specifications and Rales. 

Track scales should be kept in the closest possible adjustment. 

(j) Bearings wherever practicable, should be compensating 
to insure full length contact of pivots with bearings. 

( k ) Friction in all parts of the suspension should be reduced 
to a minimum by providing hardened steel contacts, and the design 
of scales should contemplate this important factor. 

5. CAPACITY. 

(а) In determining the sustaining capacity of the scale, there 
is still a diversity of opinion among the best scale engineers as 
to the better method of procedure, and it is true that in figuring 
the scale levers the prime factor is to figure for deflection, which 
may necessitate deviating from standard engineering practices 
somewhat. It matters not if we assume a very small fibre stress 
neglecting the impact or assume a higher fibre stress and add a 
percentage for impact. 

(б) As a basis of calculation from an analytical point of view 
it seems quite natural to first assume the capacity of the scale and 
then proportion the amount beyond that which will apparently 
eliminate deflections, and we here approach what may be determined 
an undeveloped state in the higher art of scale building at this 
time. 

(c) One of the most logical ways of arriving at a conclusion 
would be to take the maximum weight on a pair of wheels (whether 
they be cars or locomotives), which at present is about 65,000 
pounds, located on a transverse center line of each main lever, plus 
the dead load, divided by the number of supporting knife-edges. 
(See Plate 16.) The above may be expressed in the shape of a 
formula, as follows: 

w — Dead load. 

a= Maximum live load reaction from one rail over each point 
of application of load to main lever. 

n=Number of supporting knife-edges. 

w 

q — Maximum load =--f- a. 

n 

(d) This load “q” which is applied to both main levers of each 
section at the points of load application, is distributed as follows: 

1. Main Levers.—Maximum load “q” at point of load 
application. 

2. End Extension Levers.—A percentage of “q” based on the 
multiplication of the main lever. 

3. Middle Extension Levers.—A percentage of “q” based on 
the multiplication of the main lever and the reaction of the end 
extension lever. 

4. Fifth Lever.—The combined reaction from the two middle 
extension levers. 





97 


Track Scale Specifications and Rules. 

By taking these loads at their respective points of application, 
the moments can be determined and the size of cross-section com¬ 
puted according to the stresses recommended. 

(e) Levers—The design of levers, and the classes under which 
they appear, should be governed by the use of such sections that 
under the load or weight determined from the capacity, the de¬ 
flections and stresses are within the limits specified: 

Stress: Cast iron, tension.2,500 lbs. per sq. in. 

Compression.5,000 lbs. per sq. in. 

“ Cast steel, tension.8,000 lbs. per sq. in. 

Compression.8,000 lbs. per sq. in. 

Maximum deflection: 

Cast iron.04 in. 

Cast steel.08 in. 

(/) Loops.—All loops should be so designed that the respective 
strengths are equal to those of the pivots, the latter being the basis 
for calculation. The combined stress in tension due to flexure 
plus direct tension should not exceed 8,000 pounds per square inch. 

( g ) Pivots.—All knife-edges, pivots, and bearing surfaces for 
same should be made from a steel which possesses such properties 
as will insure a maximum toughness combined with the necessary 
degree of hardness to insure minimum wear under maximum loads. 
The following physical properties, based on steel with the internal 
strains relieved by drawing after hardening, should be as follows: 
(Also see Appendix No. 2.) 

Ultimate tensile strength.200,000 lbs. per sq. in. 

Elastic limit.165,000 lbs. per sq. in. 

Elongation in 2 inches. 5% 

Reduction in area.25% 

Maximum working stress.20,000 lbs. per sq. in. 

( h ) Application of load and methods to be followed in determin¬ 
ing the cross-section, based on the stress specified: 

In determining the bending moment, the lever arm “L” should 
be defined as half the length of the bearing surface in the loop 
or connection, plus l /i" plus the difference between the dimensions 
of the friction faces in the loop and the friction faces on the lever, 
as expressed in the following formula: 

Let h =Lever arm required. 

lr=Bearing surface in loop. 

T=L)istance between friction faces of loop. 

W = Width of boss or sustaining member enveloping pivot. 


Then: 

L=y 2 \ + (T—W) + M". 













98 


Track Scale Specifications and Rules. 



( i ) The bearing per lineal inch of knife-edge should not exceed 
7,000 pounds when the hereinbefore mentioned loading is considered. 

(j) Structural steel used in connection with the installation 
of scales shall be properly braced, including diagonal stays, if nec¬ 
essary, and should conform to the specifications for material and 
workmanship for steel structures furnished by the American Railway 
Engineering Association. 

6. LENGTH. 

(a) The length of scales should be considered as the distance 
between ends of scale rail. 

( b ) The ends of scale rails should not project beyond knife- 
edges of the end main levers. 

(c) When cars are to be weighed spotted, scale should be of 
sufficient length to place the entire car on the scale and preferably 
longer to facilitate spotting. 

(d) When cars are to be weighed in motion, cut at both ends 
at a speed not to exceed four (4) miles per hour, scales should be 
approximately ]/l longer than the wheel-base of the longest cars 
ordinarily weighed. Humps for gravity weighing should be so 
constructed that cars with wheel-bases longer in comparison to 
scales should pass over scales at a slower rate of speed or be spotted 
if necessary. 

7. LOCATION. 

The proper location of scale depends principally on the following 
conditions: 

(а) The volume of traffic to be weighed in comparison with 
that switched over the scales and not to be weighed. 

(б) Whether scale is to be equipped with dead rail or relieving 
gear. 

(c) Whether run-around track will be installed for switching 
with separate track for weighing, 

(d) Whether cars are to be weighed spotted or in motion. 




































99 


Track Scale Specifications and Rules. 

(e) The cost of extra switching, when scales are not located 
on lead to classification track. 

(/) Cost of maintenance when scale is located on lead to classi¬ 
fication track and only a small proportion of cars are to be weighed. 

( 9 ) The necessity for quick despatch of cars that are weighed. 

So much depends on local conditions affecting the different 
carriers that it would be difficult to give exact rules in connection 
with the above suggestions, it is recommended, however, that there 
be not less than 50 feet of tangent track at both ends of scale rail. 
When only a small proportion of cars handled are to be weighed 
the rails leaving the scale in the direction of weighing may be curved 
and the dead rail straight, or the curvature may be equalized be¬ 
tween them. 

8. GRADE. 

(а) When scales are located on lead to classification tracks 
in hump yards they shall be at sufficient elevation that cars will 
run by gravity as far as desired into classification yard, considering 
a maximum speed of four miles per hour over the scales. 

(б) When scales are not located on hump, they should be at 
sufficient elevation to provide necessary grade on track leaving 
scale in direction of weighing that the usual cut of cars to be weighed 
will run away from scale by gravity in order to prevent impacts 
on the scale. 

(c) The length of the hump and the grade thereon should be 
such that free-running cars will pass over scales at a speed not 
to exceed four (4) miles per hour without brake application. 

( d ) Where it is the practice for one car rider to take several 
cars together into the classification track, the same grade as on 
the scale should be maintained for at least 100 and preferably 200 
feet beyond the scale in the direction of weighing, so that cars 
may be stopped easily by car rider and that succeeding cars will 
not cause excessive impact when striking the car ahead which 
should occur not less than one car length from scale. 

9. FOUNDATIONS. 

(a) Scale foundations should be constructed of concrete or 
cut stone. When the latter material is used it should be laid in 
cement mortar. 

( b) Foundations should be constructed in accordance with 
the best engineering practice. (See Appendix No. 3.) 

(c) Piers or parts of foundations supporting scale stands or 
dead rail system should be of sufficient area that the pressure per 
square inch, in accordance with the best engineering practice will 
not be exceeded, and must be constructed as nearly as possible 
to exact elevations. Grouting is undesirable. The tops of piers 


100 


Track Scale Specifications and Rules. 

or supporting walls should be finished with a layer of cement mortar 
in the proportion of one to one to the depth of approximately one 
and one-half {fiYfi) inches and after setting dressed to exact 
elevations. 

(d) Where necessary to prevent seepage of water through 
foundations into the scale pit, they should be water-proofed and 
drained into a water-proofed cistern located outside of scale pit, 
and equipped with either hand pump, air siphon or steam siphon. 

(e) Drainage should be provided in all cases where there is 
a possibility of water getting into the pit and where excessive seepage 
is not present and there is sufficient fall, pipe drainage should be 
used. 

(/) The minimum period of 10 days should elapse between 
the placing of last concrete and the putting of the scale in service 
to permit proper setting of concrete. The proper setting wfill 
be influenced by the prevailing temperature and weather conditions 
during that period, and this should be given due consideration. 

( g ) All track scale foundations to have extension walls or ma¬ 
sonry supporting each rail on the approaches to the scale at each 
end of the pit for a distance of not less than ten feet and preferably 
for a full rail length. 

10. INSTALLATION. 

(a) Scales should be installed with dead rail or relieving 
apparatus. 

( b ) The deck or platform should be of the rigid type, so that 
the balance of the beam is not affected by weather conditions, 
etc. It should be made as nearly dirt and water proof as possible. 

(c) Scales to be used for spot weighing should be constructed 
either level or on a uniform grade.* 

(d) Scales to be used for motion wieghing should be constructed 
with scale rails at not greater than 1.5% grade. 

(e) Wedge or other means of adjustment used between bridge 
and scale supports to secure uniform distribution of loading should 
be set as low as possible when scales are installed, as future lining 
usually requires raising bridge rather than lowering it. End of 
check rod on scale should be " higher than at point of anchorage. 

(/) Material such as wooden ties, placed between bridge and 
scale rail will absorb shock and protect the vitals in case of de¬ 
railment. This should not be framed until bridge is installed 
in order to secure proper elevation of scale rails and should be 
fastened securely to bridge to prevent shifting. 

* The Sub-Committee on Weighing has interpreted this rule to read as follows : 

( c) Scales to be used for spot weighing should be constructed either with scale rails 
level and approach rails level with scale rails for a distance of 50 feet, or with the 
approach rails on a uniform grade with the scale rails. 


101 


Track Scale Specifications and Rules. 

(g) Scale should be set directly on foundations or on metal 
bed-plates resting on foundations. 

( h ) Scale parts, where necessary should be securely anchored 
to foundations, and it is desirable that means of slight adjustment 
longitudinally and transversely be provided for properly setting 
scale, interchanging scales in the same pit, etc., in order to secure 
perfect freedom of action for all parts in suspension. 

( i ) Scale beam supports should rest directly on scale foundation. 

0) The use of extension levers between fifth lever and scale 
beam is undesirable. 

( k ) Scales and structural steel should be cleaned and painted 
with one coat of red lead paint before being installed, one coat 
after installation and at such other times as may be necessary. 

( l ) Minimum clearance for the working of scale parts through 
or about parts of installation not connected with 'scales, should 
not be less than three-quarters of an inch, except that when 
scale end approach rails are securely anchored a clearance of not 
less than one-half (3^) inch will be permitted. 

(m) Open hearth scale rails of full length and sufficient capacity 
for supporting load are desirable. 

in) An efficient transfer rail, or other connection, may be used 
to prevent impact of cars moving over joint between approach 
and scale rails, such contrivance to be so designed as not to inter¬ 
fere with the action of scale. 

(o) Approach and scale rails should be anchored to prevent 
creeping and should be maintained in proper line and surface. 

(p) Scale pits should be heated wherever practicable and nec¬ 
essary to prevent freezing and rust. 

(q) Effective means should be provided for ventilating scale 
pit where practicable. Openings in side walls are desirable. Means 
should be provided for closing such opening when there is possibility 
of wind pressure affecting the scale when weighing. 

(r) Scale pits should be properly lighted for purposes of cleaning, 
inspection and testing. 

(s) Scale houses should be constructed at track scales for proper 
housing and protection of scale beam and protection of weigh- 
master. 

(0 The interior and exterior of scale houses should be amply 
and properly lighted to afford proper facilities for weighing and 
the prevention of mistakes in reading scale beam, car numbers 
and stencilled light weights. This applies more especially where 
cars are weighed at night. 


102 


Track Scale Specifications and Rules. 

MAINTENANCE, OPERATION AND TESTING OF TRACK SCALES. 

11. MAINTENANCE AND OPERATION. 

(a) All track scales should be numbered and referred to by 
number and location. 

(b) Extensive repairs to scales, such as renewal of or sharpening 
of pivots, should be made in properly appointed shop. (See Ap¬ 
pendix No. 4.) 

(c) When scales are in service regularly, scale parts, substruc¬ 
ture and foundations, should be cleaned at least twice a month, 
and, when exposed to the elements, or otherwise located so that 
they are liable to become clogged with ice or dirt, should be cleaned 
as frequently as necessary. 

( d ) The application of rust preventives to bearings is desirable 
but they should be so applied as not to interfere with the proper 
working of scale. 

(e) If ice obstructs the levers, salt should not be used to melt 
it; artificial heat should be used wherever practicable. 

(/) Equipment should not be allowed to stand on the scales 
except when being weighed. 

(g) Engines or other equipment not be to weighed, should 
be passed over the dead rail, except on authority of the weighing 
department. 

( h ) Cars should not be bumped off scales by engine or another 
car on the dead rail, nor be pulled across the scale coupled to another 
car moving over the dead rail. 

00 Enginemen should not apply sand to scale or dead rail, 
nor should the injector on engine be applied when engine is standing 
on or passing over scale. 

(J) The weighing beam should be balanced before the scale 
is used and when not in use should be locked with beam catch. 

(fc) Cars should not be violently stopped on scale by impact, 
by the sudden application of brakes or by throwing obstructions 
under the wheels. When pushing off scale cars which have been 
stopped for weighing or otherwise, impact must not occur at a 
speed greater than two miles per hour. (See Appendix No. 5.) 
When necessary for any reason to run cars over scale rails, the 
speed must not exceed four (4) miles per hour. 

(l) The weighmaster should familiarize himself with construc¬ 
tion of scale and make such inspections at such intervals as are 
necessary to determine if scale is in proper working condition. 

( m ) Parties appointed to inspect and clean scales, should be 
properly instructed, and it is desirable that they be present with 
the scale inspector when scales are tested. 


103 


Track Scale Specifications and Rules. 

12. TESTING. 

(a) The standards of mass for testing scales should be derived 
from primary weights, verified by the National Bureau of Standards, 
Washington, D. C., to within what is known as their “Class B 
Tolerance” (see Appendix No. 6). Such weights can be obtained 
either direct or through scale manufacturers. The 50-pound 
secondary or working cast-iron weights, which are transported from 
place to place and used directly in testing scales, should be rect¬ 
angular, and of such design as to facilitate stacking; they should 
be free from pockets, blow holes, etc., which are liable to catch 
and hold foreign matter. No adjusting cavity or cavities in the 
bottom of the weights should be permitted. 

These weights should be tested and adjusted in comparison 
with master-weight, which has been verified to within “Class C 
Tolerance” (see Appendix No. 6). The working weights shall 
be adjusted to within 25 grains and maintained to within 100 grains 
of their true values. 

Note. —The standards for testing scales in the Republic of 
Mexico must be in accordance with the metric system standards 
and will be verified by a Federal scale inspector in accordance 
with the Federal laws. 

(5) Scales in regular service shall be tested at least every three 
months with test car or test weights up to at least 10% of their 
rated capacity. 

(c) Scales should be given a graduated test up to their working 
capacity when installed and periodically thereafter. The necessity 
for the frequency of such a test depends on the design, capacity and 
method of installation, of the scale used, the wear of scale pivots, 
and the amount of weighing performed. 

( d ) A test shall be made each week by weighing a heavily loaded 
freight car with as short a wheel-base as is obtainable, on each 
end and center of scales. When scale is equipped with automatic 
weighing attachment, the car should, in addition to the above, be 
weighed spotted on trip end of scale and in motion with automatic 
attachment connected. A report of these tests should be sent to 
officer in charge of scales and weighing. 

( e ) In addition to the above a daily test should also be made 
on each scale equipped with automatic attachment, by weighing 
a car spotted on trip end of scale with beam, also in motion with 
automatic attachment connected. A book record of this and 
other tests is to be kept by weighmaster. 

Note. —No uniform plan can be outlined for adjusting track 
scales of the different types manufactured, but as an illustration 
of the method followed, a system is given which is in a general way 
applicable to the more common types of lever systems generally 
used. (See Appendix No. 7.) 


104 


Track Scale Specifications and Rules. 

13. EQUIPMENT FOR TESTING. 

It is desirable for verifying or sealing test weights and test cars 
to have, in addition to standards of mass prescribed above: 

(а) An accurate even arm balance of 100 pounds capacity 
in each pan, sensitive when loaded to two grains. 

(б) A master scale of sufficient length and capacity for sealing 
test cars, sensitive to within five pounds in 50,000, should be in¬ 
stalled under cover and properly maintained and tested to insure 
accuracy. 


SCALE TEST CARS. 

(c) For the proper design of scale test cars consideration should 
be given to the following: 

( d ) All metal construction. 

(e) Length of wheel base. 

(/) Uniform distribution of load on axles. 

(g) The elimination as far as practicable of ledges or projections 
likely to catch and hold dirt. 

( h ) The elimination of all unnecessary parts. 

(i) Strength and durability so that frequent repairs will not 
be necessary. 

( j ) Surface area to be reduced as much as possible to limit 
wind pressure. 

( k ) The accessibility of all parts for inspection. 

(l) The ease with which it may be barred or moved by scale 
inspector. 

( m ) Weight of car and weight of supercargo if used. 

Note. —There is a wide variation of practice in regard to the 
design of scale test cars. It is thought, however, that the majority 
of cars weigh from thirty to sixty thousand pounds and have a 
wheel base of from six to eight feet. Some have a body made up 
of solid castings with space provided for small supercargo; others 
have a body of plate steel with space for supercargo or test weights, 
weighing about as much as the car. Local requirements principally 
determine the type of construction to be followed. It is not thought, 
however, desirable to have test car weigh less than thirty thousand 
(30,000) pounds, nor greater than sixty thousand (60,000) pounds 
for general testing. Heavier cars on two axles up to eighty 
thousand (80,000) pounds are desirable for use in making graduated 
tests up to capacity of scales or the capacity of loads to be weighed. 

Photographs of test weight cars will be included in the appendices 
to these specifications (Plates 1, 2 and 3). 


105 


Track Scale Specificatio?is and Rules. 

14. AUTOMATIC WEIGHING AND RECORDING DE¬ 
VICES. 

Efficient automatic weighing and recording devices may be 
used where desired. There has been in the past, however, and 
may be at present, an impression by some, that the automatic 
weigher and recorder will overcome all outside influence and give 
correct results regardless of scale and track conditions and speed 
at which cars are handled over the scale. This is an erroneous 
impression as it is absolutely necessary that the scale and the auto¬ 
matic device as well be in first-class condition with properly main¬ 
tained approach tracks and cars must be run at a slow rate of speed 
with particular attention to steadiness of motion if best results 
are to be obtained. 


106 


Track Scale Specifications and Rides. 


(appendix no. 1) 

THE RAILWAY TRACK SCALE PROBLEM AND THE 
REQUIREMENTS IN RAILROAD OPERATION. 


From time immemorial the traffic of the world has been governed 
by weights and measures, which antedate the use of money of 
any sort, and must have been one of the earliest necessities of a 
life that could in any sense be considered civilized. 

We find that Josephus mentions the ancient Jewish tradition, that 
Cain, after his wanderings, settled down and built the city of Nod, 
and was the author of weights and measures, the use of which 
was undoubtedly carried on to the days of Noah, who was told 
to construct the ark in dimensions given in cubits. 

The fact that the ancient heathen attributed the origin of weights 
and measures to their gods, the Egyptians to the god Theuth, or 
Thoth, and the Greeks to Mercury, also shows their extreme an¬ 
tiquity, and the ancient temple walls of Egypt bear the earliest 
illustrations of the process of weighing, where the balance appears 
with gold rings on one side, balanced by an ox head on the other, 
establishing the worth of an ox or cow as the unit value. 

Originally, money was worth so much weight of metal in the 
balance, as shown by the fact that its name was merely a word 
expressing weight, since the first shekel was a weight of silver and 
not a coin, and the Greek talenton was originally a talent weight; 
even now the British gold piece retains the old name of pound 
though much of its former weight has disappeared. 

One of the first records we have of the process of weighing is 
that of Abraham’s transactions with the sons of Heth, when he 
paid four hundred shekels, weighed in the balance, for a burial 
place, and later we find that Moses ordered a set of weights and 
measures to which all must conform, to be guarded by the priest 
of the tabernacle, the unit of weight being the shekel. 

The earliest and almost the simplest form of balance known was 
simply a wooden beam of equal arms, designated now by science 
as a lever of the first class, with a pan suspending from each arm 
to support the weights and the article to be weighed. This in 
later times became the Roman steelyard, the earliest form of a 
multiplying balance, as indicated by a specimen taken from the 
ruins of Pompeii which has graduations on the long arm of the 
beam. 



107 


Track Scale Specifications and Rules. 

In 1266 King Henry III of England passed an act establishing 
a relation between standard weights, liquid and dry measures, 
which was afterwards abandoned, and others were constructed 
in 1586 by Queen Elizabeth. 

The American Colonies used the British standards, and under 
the Constitution authority was vested in Congress to fix the stand¬ 
ard of weights and measures. We find that in 1828 Congress 
legalized the brass troy pound weights brought from England 
in 1827. 

The type of scale which is known as the track scale, is com¬ 
paratively modern, as its use was not required until after the build¬ 
ing of the railroads, and was first constructed as a wagon scale 
by three Fairbanks brothers, who were farming in Vermont, raising 
hemp, which they baled and weighed on Roman steelyards. The 
wagon scale they invented consisted of a platform resting on two 
sticks of timber across each end of the pit through the medium of 
iron shoes, or plates having hooks under them. These sticks had 
long arms fastened to them which reduced the weight at the weigh 
beam. A patent was granted to them, June 13, 1831. Following 
closely numerous patents were issued to the Fairbanks brothers 
and others for various types of scales, but it is of interest to mention 
that the first balance scale constructed that we can find record 
of for very heavy loads was a Samson Canal Lock Scale in the 
Pennsylvania Canal at Harrisburg in 1849. 

When the necessity arose for weighing cars, E. & T. Fairbanks 
met it by coupling two of their wagon scales together to one beam, 
thus forming the first track scale. Later developments brought 
out several other types of track scales, principally among which 
were those formed of a combination of knee-levers, but these never 
gave satisfactory results, owing to the distortion of the levers from 
normal position under varying loads, and we find that on January 
13, 1857, a patent was granted to Thaddeus Fairbanks for a four- 
section track scale embodying the same principles in use at present, 
namely: main levers suspended from yokes, coupled to middle 
and end extension levers, thence to a fifth lever and in turn to the 
beam, while on February 1, 1859, a patent was granted to O. W. 
Jipson for a rolling poise with a locking device, which seems to have 
been the first poise of this type, and with mechanical refinement, 
is used on all track scale beams at the present time. 

Letters Patent No. 24162, dated May 24, 1859, was granted 
to Strong & Ross for a five-section pipe lever track scale, embodying 
the same general principles contained in the present Howe scales, 
and on November 1, 1859, a patent (No. 25962) was also granted 
to Thaddeus Fairbanks for a pipe lever track scale. 

In the old form of Fairbanks track scale, the platform bearings 
rested directly upon the knife edges of the main levers and freedom 
of action was secured by hanging the main levers in swinging bear- 


108 


Track Scale Specifications and Rules. 

ings. In this construction when the platform yields to thrust 
the levers swing with the platform. 

Experience has taught that more accurate weighing is possible 
and the life of the pivots prolonged if the levers rest upon fixed 
bearings, and thus remain stationary while the platform swings 
freely. 

In this connection it is interesting to note the development from 
the track scale of the earliest period, some of which were 112 feet 
long, with platform timbers 12 by 14 inches, and with beam not 
exceeding 60,000 pounds capacity (some of them being much lighter), 
to the 50-foot scale of the pit type, having a capacity of 300,000 
pounds. 

With the introduction of the steel car the use of wooden stringers 
for supporting scale platform has been virtually abandoned, having 
been replaced very largely by all-metal construction. In a number 
of localities it has been found difficult in the case of the foregoing 
types to keep the vault of a track scale sufficiently clear of water, 
caused by slight difference in the elevation of the tracks above 
the adjacent water level, to overcome which an overhead form of 
suspension track scale has been designed. The use of cement and 
water-proofing material has prevented the seepage of water into 
the usual form of scale pit, and this, together with the greater 
expense of installation and the element of danger introduced by 
scales of the overhead suspension type, has been largely instrumen¬ 
tal in limiting its use. 

The track scale is not directly a revenue producer, but since 
weight is the basis of freight revenue, it is evident that the con¬ 
struction, installation and maintenance of scales is of great 
importance. 

For example, a track scale on which the principal commodity 
handled was coal, during its life of 38 months weighed 1,323,556 
cars, aggregating a total tonnage of 60,390,075 tons, the value of 
the lading being approximated at more than $90,000,000. As 
the tendency of track scales from wear or deterioration is to weigh 
lighter than normal, an average error of 1 % would have meant 
a loss of $900,000, which would be enough to pay for the complete 
installation (including foundation) of about 150 new track scales 
of the type used. This is, of course, an exceptional case, but the 
figures are reliable and are simply used as an illustration. 

The annual installation of railroad track scales in the United 
States will average in the neighborhood of 1,500, this being a rough 
approximation. It would be impossible to describe in detail the 
numerous scales in use at the present time, many of which are 
of dependable makes, so that the committee has thought it ad¬ 
visable to confine itself to specifications for what are now considered 
the more modern types of track scales in general use. 


109 


Track Scale Specifications and Rules. 


(appendix no. 2.) 

PHYSICAL PROPERTIES OF SPECIAL ALLOY SCALE 
PIVOT AND KNIFE EDGE STEEL, AND 
TREATMENT OF SAME. 


In order to produce a proper steel for scale pivot and knife-edge 
work, it is most important to manufacture steel which will possess 
two essential features; the necessary degree of hardness combined 
with the maximum toughness, also, at the same time have a steel 
w T hich will distort or warp the least in hardening. 

It is a well known fact that as the carbon percentage increases 
in a steel the brittleness likewise increases. When the percentage 
of carbon exceeds .85 the rate of increase of brittleness is very 
great. It is also true that a steel showing .85 of carbon has a lower 
coefficient of expansion, and therefore in hardening a steel having 
carbon centent in the neighborhood of .85 it will show the least 
degree of warpage or distortion. 

Special Alloy Scale Pivot and Knife-edge stocks, which are now 
on the market, possess the hardness of a very much higher carbon 
steel, at the same time having the physical features just mentioned 
of the lower carbon steel, i. e., one in the neighborhood of 0.85 
to 0.90. To accomplish this, the proper proportions of the elements 
of Chromium and Manganese have been introduced, also the proper 
cleansing reducing agents have bene utilized in the manufacture 
of the steel, among them Vanadium. 

In the condition in which this stock is furnished, the steel is 
in a passive condition, that is, absolutely free from internal strains 
and shows the best physical condition as to grain, etc., as shown 
by the following physical proportions: 


Elastic limit. 65,000 to 75,000 lbs. per sq. in. 

Tensile strength. 100,000 to 110,000 lbs. per sq. in. 

Elongation in 2". 20% to 25% 

Reduction in area. 45% to 55% 

When hardened, the elastic limit and tensile strength are in¬ 
creased to about the following: 

Elastic limit. 165,000 lbs. per sq. in. 

Tensile strength. 200,000 lbs. per sq. in. 


The elongation and reduction of area are, of course, lowered 
very materially, but when the steel is drawn or tempered after 
hardening (say, by heating same thoroughly in oil at 300 degrees 









110 


Track Scale Specifications and Rules. 

Fahrenheit) the elongation and reduction of area will be about as 
follows: 

Elongation, 5% 

Reduction, 25% 

The hardness of the steel in this condition, as determined by 
the Shore Schleroscope is 85 to 90. 

FACILITIES FOR HARDENING THIS STOCK. 

Any good gas, coke or electric furnace can be utilized as the 
means for heat treating this stock, the essential feature being 
to have a furnace which will supply equal heat distribution, thus 
insuring the pivots and knife-edges being uniformly heated. It 
is, of course, best to have a furnace equipped with a Pyrometer 
attachment to enable the hardener to secure uniform heating of 
the knives and pivots. The rod adjustment of the Pyrometer 
should be located in the furnace, so as to register the true tem¬ 
perature of the same. For chilling, an oil tank of from 100 to 150 
gallons capacity, surrounded with a circulating water jacket is 
preferable. Good oils for chilling are found to be a good thin 
mineral oil (petroleum) with a flash point of from 375 F. to 400 F., 
or pure raw linseed oil, the circulating water jacket being utilized, 
of course, to keep down the temperature of the chilling medium. 

FORGING AND HEAD TREATING. 

When forging, heat to 1750 to 1800 degrees F. When the steel 
has dropped to 1450 or 1500 degrees F., if further forging is 
necessary, it should be put back into the furnace again and brought 
up to 1750 to 1800 degrees F. 

For hardening treatment, heat the stock slowly to 1500 to 1525 
degrees F. and quench in thin oil, then draw the temper in oil at 
300 degrees F. 

In forging steel, of course, it will be understood that there is 
more or less scale raised on the surface of the steel in the forging 
operation, and care should be exercised to forge in such a manner 
as to throw this scale off the piece rather than to pound it in. If 
this is done, it will leave the surface of the steel in good clean con¬ 
dition for hardening. 


Ill 


Track Scale Specifications and Rules. 


(appendix no. 3.) 

RAILROAD TRACK SCALE FOUNDATIONS. 


The term foundation is ordinarily used indifferently for either 
the lower courses or the artificial arrangement, whatever its char¬ 
acter, on which these courses rest. 

For greater clearness, the term foundation will here be the arti¬ 
ficial arrangement, whether stone, or concrete; and the prepared 
surface or the ground on which the artificial work rests, will be 
termed the bed of the foundation. 

The foundation of a scale is the most important part in its con¬ 
struction and more failures are due to imperfect foundations than 
any other cause. When it is necessary, as so frequently it is at 
the present day, to erect heavy tonnage scales on weak and treach¬ 
erous soils, the highest skill is required to supplement the weakness 
of the natural foundations by such artificial preparations as will 
enable it to sustain such massive loads without any unyielding 
conditions that it will cause the scale irons to change their position 
and a shifting of the balance. 

As the stability of the foundation depends on the soil or natural 
bed, great care must be taken by the builder that the soil or natural 
bed is sufficient to carry the load, and if not, what artificial means 
will make it equal to bearing the load. 

The nature of the soil to be built upon is the first subject for 
consideration; it would be well in a general way, to divide it into 
three classes. 

1. Ordinary soils, or those which are capable either in their 
normal condition or after that condition has been modified by 
artificial means, of sustaining the load that is to be brought upon it. 

2. Compressible soils, or those that are incapable of directly 
supporting the given pressure with any reasonable area of 
foundation. 

3. Semiliquid soils or those in which the fluidity is so great 
that they are incapable of supporting any considerable load. 

Each of the above classes gives rise to a special method of con¬ 
structing a foundation. With a soil of the first class the bearing 
power may be increased by compacting the surface or by drainage; 



112 


Track Scale Specifications and Rules. 

or the area of the foundation may be increased by the use of a 
concrete slab, or the use of masonry footing, or layers of timber, 
steel rails or iron beams. 

With compressible soils the area of contact may be increased 
by supporting the foundation on piling which are sustained by the 
friction of the soil on their sides and by direct pressure on the soil 
beneath their bases. 

A semifluid soil must generally be removed entirely and founda¬ 
tion placed upon a lower and more stable stratum. 

As the nature of the soil to be built upon is evidently the first 
subject for consideration, it is necessary to make an examination 
of the location preparatory to deciding upon details and to what 
extent the artificial foundation is to be built. This can be deter¬ 
mined by examining surrounding excavations or by digging a pit 
or by using a rod, which is frequently done. It is scarcely necessary 
to say that soils vary greatly in their bearing power, ranging as 
they do, from the hardest rock through all intermediate stages 
to a soft or semiliquid condition. Good judgment and experience 
aided by careful study of the nature of the soil—its compactness 
and the amount of water contained in it—will enable one to de¬ 
termine w r ith reasonable accuracy its probable supporting power. 
Should the scale be located on a rock ledge or rock bottom, it is 
safe to say that almost any rock from the hardness of granite to 
that of soft crumbling stone, when well bedded, will bear the heaviest 
load that can be brought upon it. Clay soils vary from slate and 
shale, which will support any load that can come upon it, to a 
soft damp clay, which will squeeze out in every direction when a 
heavy pressure is brought upon it. Foundation in clay should be 
laid at such a depth as to be unaffected by the weather. The bear¬ 
ing power of clayey soils can be very much improved by drainage, 
or by preventing the penetration of water. When coarse sand or 
gravel is mixed with the clay, its supporting power is greatly in¬ 
creased in proportion as the quantity of these materials is greater. 

The stiffer varieties of what is ordinarily called clay will safely 
bear from four to six tons per square foot; but the same clay if 
allowed to become saturated with water, cannot be trusted to 
bear more than two tons to the square foot. 

Sandy soils vary from coarse gravel to fine sand. The former, 
when of sufficient thickness, forms one of the firmest and best 
foundations; the latter when saturated with water is practically 
a liquid. Sand when dry, or wet sand when prevented from spread¬ 
ing, laterally forms one of the best beds for a foundation. Porous 
sandy soils are as a rule, unaffected by stagnant water, but are 
easily removed by running water. In the former case, they present 
no difficulty. Compact sand or gravel in bed of considerable depth, 


113 


Track Scale Specifications and Rules. 

protected from being carried away with water, may be loaded 
with six tons per square foot with safety. 

Soils of the semiliquid class as mud silt or quick sand it is cus¬ 
tomary to remove it entirely or drive piling to a solid base. Soil 
of a soft or semiliquid character should never be relied upon for 
a foundation. 

1 he bearing power of soil can be increased, (1) by increasing 
the depth of foundation, (2) by draining the site, (3) by compacting 
the soil or, (4) by adding a layer of sand. Ordinary soils will bear 
more weight the greater the depth reached, especially clay, since 
it is less liable to be displaced laterally owing to other excavations 
in the immediate vicinity, and also because greater depth the amount 
of moisture in it will not vary so much. In any soil the bed of 
foundation should be below the reach of frost. 

Drainage is another simple method of increasing the bearing 
power. In most cases the bed can be sufficiently drained by cover¬ 
ing it with a layer of gravel and then surrounding the foundation 
with a tile drain, laid a little below the foundation. 

It is hardly worth while to discuss this subject further than 
to say that it is one on which general instructions cannot be given. 
Each case, must be dealt with according to the circumstances 
existing, and a knowledge of the method best adapted to any given 
condition comes only by experience. 

The artificial foundation for a scale, the style of construction 
and what materials to be used can only be determined after the 
location has been made and the natural bed has been examined. 
On ordinary soils, the writer prefers a foundation, built (1) with 
a footing of sufficient area that will stand the running loads without 
yielding; such footings to be governed by the compactness of 
the natural bed; (2) piers to be built on footing of sufficient length, 
width and height to withstand the shock of the running load as well 
as the weight of load, without crumbling; (3) foundation to have 
sufficient depth of pit so as to make cleaning out and examination 
of scales easily accessible; (4) the material used is preferably con¬ 
crete, made from a formula that experience has taught best for 
the class of material used; (5) foundation to be well drained; (6) 
in compressible soils and semi-liquid soils, piling to be used under 
all bearings and approaches, piles to be covered with a timber 
grillage and then a concrete footing on top of this, and if necessary, 
this footing can be reinforced by iron rods or other metal which 
may be handy. 

Experience has shown that a concrete foundation on a solid 
or well prepared bed gives better satisfaction than any other 
material. Other materials can be used as stone, brick and timber, 


114 




Track Scale Specifications and Rules. 

but experience has taught that the life of the scale is not so great 
on account of the hard usage the scales get by running over it. 

In conclusion will' say that the natural or prepared bed of the 
scale has been given sufficient attention as to its bearing; it only 
remains in constructing the artificial foundation, to use such ma¬ 
terial and workmanship that will stand the work and only experience 
is the best teacher. 




115 


Track Scale Specifications and Rules . 


(appendix no. 4.) 

t 

SCALE SHOPS. 

SPECIAL RECOMMENDATION FOR A SCALE SHOP FOR THE MANUFACTURE 
AND REPAIRS OF SCALES OF THE TYPES MOST GENERALLY 

USED ON RAILROADS. 


The requirements for a scale shop to manufacture and repair 
scales of the kinds generally used on railroads are governed largely 
by the output and character of scales handled. 

By reason of the increased overhead expense usually attending 
manufacture in small quantities, the difficulty of securing com¬ 
petent scale engineers thoroughly familiar with scale design and 
manufacture, the committee feels that it would not be profitable 
for railroads generally to manufacture their own scales. 

It is thought, however, that scale shops, especially when located 
in close proximity to shops provided with proper equipment, may 
be profitably and advantageously established under competent 
supervision by many of the larger railroads. 

The size and requirements of a shop to repair scales only are 
not as extensive in character and detail as one for manufacture. 
The machinery need not generally be as extensive and elaborate, 
especially when scale shop is located near other shops, where much 
of the machine work may be economically performed. However, 
the apparatus for testing, sealing and gauging is not essentially 
different as between a manufacturing and a repair shop. 

The following requirements in lay out of scale shop, with nec¬ 
essary machinery, testing apparatus, etc., are suggested for a 
shop adapted both for manufacture and repairs. 

The ideal scale shop should be self-contained, consisting of an 
independent or separate building located on the ground floor, well 
lighted and ventilated in such a manner as to provide materially 
against air currents, which interfere with the proper sealing of 
levers. Independent foundations should be provided for all the 
machinery, to eliminate vibratory conditions as far as possible. 
This is essential if the best results are to be obtained when sealing 
the levers and especially the sensitive vibratory beams. 

By way of suggestion, at least, for some of the larger railroads, 
it has been found that a suitable shop for both manufacturing 
and repairs, requires a floor area of about 7,500 square feet, an out¬ 
side storage space of probably 70 ? x 20* for storing and the assem¬ 
bling of scales, structural steel, etc., and another outside space 
100' x 60’ for storage of miscellaneous parts and castings. If it 



116 


Track Scale Specifications and Rules. 

is not desired to fabricate and assemble the steel bridges in the 
shop, additional space may be required on the outside of the building 
for this purpose. 

The shop should be served by an overhead traveling crane of 
30 tons capacity, the crane runway being extended outside the 
building over the storage space. 

Two tracks should enter the building, one leading to the master 
scale, which should be located in one corner of the building, where 
the travel in and out of the shop will not be great. The track 
leading to this scale should be used only for running on to the scale 
the test weight cars and other materials to be weighed. The other 
track should enter the building for a distance of two car-lengths, 
for the handling of material. 

The following tool equipment is suggested for consideration, 
the size and kind to be determined by the requirements: 

One Screw-cutting Engine Lathe. 

One Turret Lathe. 

One Plain Milling Machine. 

One Universal Milling Machine. 

One Rack Gear Cutter, for Graduating and Notching Beams. 

One Heavy Shaper. 

One Middle-sized Shaper. 

One Heavy Radial Drill Press. 

One Upright Drill Press. 

One Sensitive Drill Press. 

One Plain Grinder with double-end spindle for two emery wheels, 
with top platen for grinding face contacts on pivots. 

One Disk Grinder, with Tilting Feed Table. 

One Buffing Wheel. 

One Bolt Cutter. 

One Universal Shop Saw. 

Work-benches should be provided for the required number of 
men, with vises spaced not closer than eight feet apart. All vises 
to have compensating jaws, with swivel bases. 

■ •m ’ f * 

The following are suggested standards to properly equip a scale 
shop:— 

- ' * • — . 

One Master Scale to have a capacity of at least 100,000 pounds, 
sensitive to within the smallest graduation on the beam and to 
be of good design and workmanship. It should be located in one 
corner of the scale shop, under the direct supervision of the fore¬ 
man, and built on an independent foundation, close to the entrance 
to the shop, to afford easy access for the test cars. 


117 


Track Scale Specifications and Rules. 

One even arm Master Sealer’s Balance, with a capacity of not 
less than 50 and preferably 100 pounds in each pan, with a sensi¬ 
bility of over two grains. (Plates 4 and 5.) 

One Sealer’s Balance, having a capacity of 2 pounds in each pan, 
with a sensibility of 1/10 of a grain. (Plate 6.) 

A sufficient number of sealing beams (preferably with a multiple 
of 10 to 1) for all kinds of levers, as may be required. The more 
modern method of sealing is preferably by the use of a compound 
beam, specially constructed for the purpose. In connection with 
this outfit there should be provided such trestles, horses, and other 
devices as may be necessary to properly suspend the various types 
of levers and beams to be sealed. 

One set of Tobin Bronze Master Weights ranging from 50 pounds 
to 1/16 ounce and of “Class A” Standard as provided by the United 
States Government Bureau of Standards, Washington, D. C. To 
be used as primary standards. (Plate 7.) 

One set of Decimal Grain Weights, ranging from 10 (ten) grains 
to 1/1000 grain, or an equal quantity of accurately sealed weights 
of other denominations. 

One thousand 50-pound Test Weights, for testing the master 
scale, the values of same to be derived from the primary standards, 
with a permissible tolerance of 25 grains, either in excess or de¬ 
ficiency. These weights can be carried in cars used for road work, 
when desired. When this is done, however, they should be main¬ 
tained to within 100 grains of their true value. (Plate 8.) 

Five 500-pound and two 1,000-pound Test Weights, with a 
tolerance proportionate to that of the 50-pound test weights. 

One Laying-off (or Surface) Table, of suitable size to meet 
requirements. 

A full assortment of Micrometer Gauges for measuring pivot 
distances, also range bars (or special straight edges) for determining 
the range of pivots in beams or levers. 

One specially constructed overhead structure, for sealing trussed- 
levers and dormant scales (see photograph). 

One Heating Furnace of suitable size, preferably gas. 

Photographs of some of the weighing machines and master weights 
referred to above accompany this report. (Plates 9 and 10.) 

There may, of course, be additional apparatus and equipment 
needed to specifically meet all other requirements, but this can 
readily be determined as the organization is developed. 

When scale shop is located in close proximity to car and loco¬ 
motive shop, the forgings, pivots, etc., should (for economical 
reasons) be made in the regular blacksmith shop. The pivot work, 


118 


Track Scale Specifications and Rules. 

however, should be done by men regularly assigned to this work, 
who should be thoroughly familiar with the requirements and 
with the best methods of heating and tempering. This will result 
in a great saving of work in the scale shop, such as fitting pivots 
in repair work, etc. The heating, forging, and tempering of pivots 
should be done in a special furnace equipped with a pyrometer 
(as described in Appendix No. 2), so as to get the best possible 
results. Some of the scale shop machinery may be eliminated 
if practical and economical to perform the necessary work in regular 
machine shop. 

It is also assumed that the necessary carpenter work can be 
done in the regular department for that work, also that the paint¬ 
ing can be taken care of in the same way, as these parts of the 
work are of limited quantity and ordinarily would not be of suf¬ 
ficient volume to keep even a few men continually employed. 

The men employed in the manufacture and repair of scales in 
the shop should be those who understand to some extent the theory, 
as well as the construction, of scales. A competent foreman should 
be employed, and he should select capable machinists with a con¬ 
ception for such work, who in a short time under proper schooling 
should be able to fill the requirements. It has been found that 
a number of shop-hands or laborers, mechanically inclined, can 
be used to good advantage in an operation of some size, in the 
proportion of one shop-hand or laborer to four mechanics. 

Photographs showing methods for supporting the various types 
of levers for the purpose of sealing them accompany this report. 
(Plates 11, 12, 13, 14 and 15.) 


119 


Track Scale Specifications and Rules. 


(appendix no. 5.) 

- impact of cars. 

- CONSIDERING CARS .AS INELASTIC BODIES . 

W, x Weight op one. car in rounds. 

V, - VELOCITY of one: car in mii.es per hour. 

W 2 z WEIGHT or other car in POUNDS. 

V* - Velocity or OTHER CAR IN MILES PER HOUR. 

E “ EWERGY or IMPACT in root rounds. 

V = RESULTING VELOCITYOF BOTH CARS IN miles per hour. 



CASE, 3 . - CARS MOVING TOWARD EACH OTHER 



CL _ w, 

29. 95(W, + Wjj 


v „ W,V,-W 2 Vt 

W, -P Wi 



W, W 2 y? y _ NA/, Y, 

2S>. 95(w, +W 2 ] w, -4- w a 


C 4 SE. 4 .- ONE CAR STRIKING AH »MMOVABLE BODY. 






























































































































































































120 


Track Scale Specifications and Rules . 


(appendix no. 6.) 

BUREAU OF STANDARDS TOLERANCES 

OF 

WEIGHTS OF CLASSES A, B AND C. 


(Weights 

Avoirdupois) 

Class C 

(Standards for city 
and town sealers) 

Classes A & B 
(Standards for 
state sealers) 

50 


10 gr. 

2. gr. 

25 


6 

1.2 

20 


6 * 

1.2 

15 


4 

.8 

10 


4 

.8 

8 


3 

.6 

5 


3 

.6 

4 


2 

.4 

3 


2 

.4 

2 


. 1.5 

.3 

1 


1.0 

.2 

10 

oz. 

1.0 

.2 

8 


.5 

.1 

5 


.5 

.1 

4 


.5 

. 1 

2 


.3 

.06 

1 


.2 

.04 


Vi 

.2 

.04 


M 

. 1 

.02 


y% 

.05 

.01 


i 

16 

.05 

.01 


1 

3 2 

.05 

.01 


1 

75¥ 

.02 

.004 


February, 26, 1912. 



121 


Track Scale Specifications and Rules. 


TRADE WEIGHT TOLERANCES. 

TOLERANCES FOR TRADE WEIGHTS AGREED UPON BY THE COMMITTEE 
ON SPECIFICATIONS AND TOLERANCES OF THE NATIONAL 
CONFERENCE ON WEIGHTS AND MEASURES, AND 
ADOPTED BY THE BUREAU OF STANDARDS. 


Counterpoise Weights for Multiplying- 





Lever Scales. 





Ratio 100:1 




Ratio less 

and less 

Ratio 1000:1 

Weight 

Ratio 1:1 

than 100:1 

than 1000:1 

and over 


AVOIRDUPOIS WEIGHTS. 


50 lb . 

100 gr . 

60 gr . 

40 gr . 

20 gr . 

25 

60 

36 

24 

12 

20 

60 

36 

24 

12 

15 

40 

24 

16 

8 

10 

40 

24 

16 

8 

8 

30 

18 

12 

6 

5 

30 

18 

12 

6 

4 

20 

12 

8 

4 

3 

20 

12 

8 

4 

2 

15 

9 

6 

3 

1 

10 

6 

4 

2 

10 oz . 

10 

6 

4 

2 

8 

5 

3 

2 

1 

5 

5 

3 

2 

1 

4 

5 

3 

2 

1 

2 

3 

1.8 

1.2 

0.6 

1 

2 

1.2 

.8 

.4 

H 

2 

1.2 

.8 

.4 

M 

1 

.6 

.4 

.2 

Vs 

0.5 

.3 

.2 

.1 

i 

16 

.5 

.3 

.2 

.1 

1 

.5 

.3 

.2 

. 1 

1 

.2 

.12 

.08 

.04 



METRIC WEIGHTS. 



20 kg 

6 . g 

3.6 g 

2.4 g 

1.2 g 

10 

4 . 

2.4 

1.6 

.8 

5 

2.5 

1.5 

1.0 

.5 

2 

1.5 

.9 

.6 

.3 

1 

1.0 

.6 

.4 

.2 



122 


Track Scale Specifications arid Rules. 


Counterpoise Weights for Multiplying- 


Weight 

Ratio 1:1 

Ratio less 
than 100:1 

Lever Scales. 

Ratio 100:1 
and less 
than 1000:1 

Ratio 1000:1 
and over 

500 g 

700 mg 

420 mg 

280 mg 

140 mg 

200 

400 

240 

160 

80 

100 

300 

180 

120 

60 

50 

200 

120 

80 

40 

20 

100 

60 

40 

20 

10 

70 

42 

28 

14 

5 

50 

30 

20 

10 

2 

30 

18 

12 

6 

1 

20 

12 

8 

4 

500 mg 

15 

9 

6 

3 

200 

7 

4.2 

2.8 

1.4 

100 

5 

3 

2.0 

1.0 

Ratio of 
Tolerances 

5/5 

* 

3/5 

2/5 

1/5 


(For manufacturers’ tolerances or the tolerances on new weights, 
one-half of the above values will be permitted.) 


March 3, 1913. 





123 


Track Scale Specifications and Rules. 


BUREAU OF STANDARDS TOLERANCES 

ON 

METRIC WEIGHTS OF CLASSES A & B, C & T. 


Weights 

Class T 

20 kg 

3- g 

10 

2. 

5 

1.25 

2 

.75 

1 

.5 

500 g 

350 mg 

200 

200 

100 

150 

50 

100 

20 

50 

10 

35 

5 

25 

2 

15 

1 

10 

500 mg 

7.5 

200 

3.5 

100 

2.5 

50 


20 


10 



5 

2 

1 


Class C Classes A & B 


600 mg 

120 

400 

80 

250 

50 

150 

30 

100 

20 

70 

14 

40 

8 

30 

6 

20 

4 

10 

2 

7 

1 


5 1.0 

3 0.6 


2 

.4 

1.5 

.3 

0.8 

. 15 

.5 

.10 

.35 

.07 

.2 

.04 

.15 

.03 

.10 

.02 

.05 

.01 

.04 

.01 


March 3, 1913. 



124 


Track Scale Specifications and Rules. 


(appendix no. 7.) 

DETAILED METHOD OF ADJUSTING TRACK SCALES 
OF THE TYPE MOST COMMONLY USED. 


It is highly desirable to indicate the principles and method of 
testing and adjusting track scales, as it is a procedure that must 
be successfully carried out before the scale is reliable. 

In order to bring out the fundamental features, simplifying as¬ 
sumptions will be made and a diagram will be used. 

We first assume that flexure of the parts does not occur and 
that the bearings and levers are mechanically perfect, and that 
when a test-weight car is placed immediately over any point of 
support that the load is carried by that support alone; and we 
will further assume that the load is always equally divided between 
the two main levers of a pair, so that their separate effects do not 
need to be considered. 

Referring to the attached diagram, the weight of the platform 
and load is carried on the main levers M, Ml, M2, M3, etc., at 
the points marked with W. One end of each of the main levers 
is supported on a stand mounted on the foundation at the points 
marked PI, P2, etc., and the other end transmits the force of the 
load to the extension levers El, E2, E3, E4, at the points ml, m2, 
m3 and m4. The extension levers run parallel to the track and 
are supported on piers at the points marked F. The ends of these 
levers are connected by links marked nl, n2, n3 and n4, by means 
of which the pressure of the load is transferred from the points 
ml, m2, etc., to the fifth lever “5” at L. The fifth lever conveys 
the combined force from all of the levers to the shelf lever S, from 
which it is conveyed to the beam. To assist in following the action 
the arrows are placed to indicate the direction of the force produced 
by the load. 

The operation of the scale depends upon the multiplying power 
of the levers in transferring and reducing the force produced by 
the load from the point of application to the beam. For this to 
be done correctly it is necessary that the lever arms be correct. In 
order to make it possible to adjust the lever arms to the correct 
value the end knife edges are mounted on adjustable nose irons 
as mentioned previously. 

Let us now fix our attention upon the effect on the multiplying 
power of changing the nose irons at different points. If the lever 



125 


Track Scale Specifications and Rules. 

length at nl is changed it alters the apparent weight, as shown 
on the beam, of a load applied at ml, loads at other points being 
unaffected. If n2 is changed it alters the apparent weights of 
loads applied at either ml or m2 the same proportional amount. 
The same conditions obtain for n4 and n3 of the right-hand set 
of levers. Therefore by changing nl, we can cause the apparent 
weight of a given load to be the same when applied at ml as when 
applied at m2. In a similar manner we can change n4 so that 
the loads applied at m4 produce the same effect as when applied 
at m3. Now, by changing n2 or n3 we can make the two right- 
hand extension levers produce the same results with a load as the 
two left-hand levers. In this way all levers are made alike, that 
is, a load has the same apparent weight when applied at ml, m2, 
m3, or m4. However, this apparent weight may not be the correct 
amount. To illustrate, a load may weigh apparently 20,200 
pounds at every point when the true weight is 20,000. This is 
easily remedied, by moving the nose iron on the fifth lever at n5 
or at the end of the shelf lever at n3. By this means the combined 
effect of all levers is altered as a whole so that the balance now 
shows a weight of 20,000 pounds and the scale is therefore correct. 

The process then consists of two parts: 

(1) Make all levers read alike. 

(2) Make the readings correct. 

The preceding will serve to fix in mind the principles involved 
and the relations of the parts. 

In practice the adjustment of the Scale is not so simple a matter 
as might be inferred. One important point should be mentioned. 
When a test-weight car on the platform is placed over any point 
of support, as ml, m2, m3, or m4, that point of support does not 
carry all of the load. This distributing effect is due to the rigidity 
of the bridge. This fact makes it impossible to place the test- 
weight car over each section and then compute with certainty the 
amount of nose-iron movement necessary to correct the scale. 
Other things that tend to cause uncertainties are mechanical 
imperfections. 

For instance, when a 30,000 pound test-weight car is placed 
successively over each of the sections at the points ml, m2, m3, 
and m4, the resultant weighings may be 29,990 pounds, 30,000, 
30,100 pounds and 30,200 pounds, respectively, and it may be 
found that on changing the nose irons at n4, changing the last 
section, the scale can be corrected so that it will now show 30,000 
pounds over each section. This last section being off would make 
all of the levers appear off as when the load was placed over ml, 
m2, or m3 part of the load was carried over m4, which contributed 

its error. 


126 


Track Scale Specifications and Rules. 

From this it is obvious that the adjustment of track scales is 
reduced to an empirical basis, and that the actual procedure in 
a given case depends upon information obtained from previous 
experience with that type of scale. That is, while the law of the 
levers may hold perfectly, full advantage cannot be taken of the 
fact on account of other uncertainties. Thus a large part of the 
correction has to be done by an intelligent use of a method of trial 
and error. 

With these facts in mind let us now take a more general case. 
We will assume that a test car weighing 30,000 pounds is placed 
over ml of a four section track scale and after an accurate balance 
is struck a reading of 30,020 is obtained over ml, 29,950 pounds 
over m2, 29,900 pounds over m3, and over the last point, m4, 30,010 
pounds. 

We will now tabulate the differences from the desired value, 
as follows: 

Levers El E2 E3 E4 

Points ml m2 m3 m4 

Plus 20 Minus 50 Minus 100 Plus 10 

Adopting the shop terminology the differences have the signs 
given above. This corresponds with the adjustments that have 
to be made on the lengths of the corresponding levers to correct plus 
to increase length minus to decrease length of the levers could 
they be handled separately. 

However, the levers cannot be handled separately so that the 
procedure in this case is to lengthen E4 at n4 to make it agree 
with E3. E3 can then be shortened at n3, changing both E3 and 
E4. In the same way El should be lengthened so that its errors 
agree with E2 by alterations at nl after which the effect of El 
and E2 can be changed alike by changes at n2. 

The movements of the nose irons at the various points nl, n2, 
etc., can all be made before the load is reapplied and can be based 
upon the formulas of the levers. The results of the simple formulas 
will have to be multiplied by certain factors depending upon the 
levers E and the design of the scale. These factors will have to 
be obtained from experience. After the changes are made the 
test-weight car can be placed on the platform again and the test 
repeated until this part is satisfactory. 

By having experience and exercising intelligence, the number 
of trials necessary to make the final adjustments can be markedly 
reduced. 

It yet remains to test the action of the beam and poise and other 
important details, which is too large a subject to be properly treated 
here. However, these last tests are simple and obvious to anyone 
acquainted with the general principles of scales. 


127 


Track Scale Specifications and Rules . 

In testing and adjusting railroad track scales the design and 
construction, as well as the condition of the scale at the time of 
the test, have a great deal to do with the results obtainable. The 
workmanship is to be considered, as from this serious and endless 
varieties of errors can arise which need not be here enumerated. 

Pivots and bearings in a scale are the most important and per¬ 
haps the most neglected parts. 

Friction between the pivots and bearings cause serious errors 
in weighing. By friction, pressure, and corrosion the knife edges 
may be flattened and the bearings may be worn, permitting an 
endless variety of leverages in place of the original definite ones. 

It is good practice to make the bearings slightly harder than 
the knife edges of the pivots to avoid cuts and indentures. 

As railroad track scales are usually built in freight yards, without 
a roof to protect them, and often they are without proper drainage, 
it will be seen that rust is a very active agent in destruction. Oil 
has been applied to the working parts and vertical connections, 
and when indiscriminately used is worse than the corrosion. Ex¬ 
periments have been made with lard oil and petroleum, but the 
results were not satisfactory, as the oil, spreading over the pivots, 
loosened their hold in the levers and sockets, and the arched loops, 
when oiled, were found to 6lip freely into new positions, altering 
the vertical connections to the extent that rebalancing was necessary 
Furthermore, the accumulation of dust on a moist surface does not 
improve or maintain ideal scale conditions. 

Proper oil should possess great viscosity, be nonhardening in 
air or dampness, and should be free from acid. Its application 
should only be in places where its bad effects would not cause ser¬ 
ious results. A comparative test between the eight main levers 
in one scale, four of which were lubricated, has shown that the 
destruction by rust is greater than by wear. However, scales 
located in a dry place and not affected by moisture require very 
little attention along this line. 

Deflection of materials is another source of errors. When the 
levers or other parts assume a set under a load an error has been 
developed. However, it is difficult to set a tolerance limit for de¬ 
flection, as it increases with the velocity with which the load may 
be applied. 


DIAGRAM OP TRACK SCALE 


128 


ul 

o 

< 

or 

ul 

> 

UJ 


/ 


Track Scale Specifications and Rules. 


<S 


i 

i 

< 

tel 

W 


] 


h 


v? 


jpi 

CT 



p 






























129 


Track Scale Specifications and Rules. 


(appendix no. 8.) 

DETAILED METHOD OF ADJUSTING TRACK SCALES 
OF THE PIPE LEVER TYPE. 


The general principles underlying the adjustment of the pipe 
lever type of Track Scale are practically identical with those of 
the type described in Appendix No. 7. However, in order to make 
the application clear to this type of scale the following is given: 

It will be assumed that the bridge (platform) rests eventy upon 
all sections and that the individual units composing the scale are 
properly constructed and installed so there is no accidental or 
unusual interference with the normal action of the parts, and that 
none of the required adjustments are of sufficient magnitude to 
throw the loops at the end of the arms seriously out of line. 

Referring to the accompanying diagram: the weight of the 
platform and load is carried on the main pipe levers pi, p2, p3, 
p4, at the points marked W, each end of the pipe lever is supported 
on a block and stand resting on the foundation at the points marked 
ml, m2, m3, m4, etc., the force of the load is transmitted by means 
of the arms cl, c2, etc., which are attached to the pipe levers pi, 
etc., to the center pipe Pc at the points marked al, a2, a3, a4. The 
center pipe Pc is supported on stands nl, n2, resting on piers; with 
its axis parallel to the track. The combined force of the load 
from all sections received on Pc is conveyed by means of the arm d 
and rod r to the beam, where the effect of the load is measured. 

The arrows are placed to indicate the direction of the forces 
produced by the load. 

The pipe pi and its arm cl form one lever or unit, etc., likewise 
the center pipe Pc and its arm d form a complete lever. The 
multiplication of each of these levers are changed by means of 
the adjustable nose irons provided on the arms. 

If the length of the lever pi, cl, is changed at the nose iron, 
it alters the apparent weight carried at m2, m3, as shown on the 
beam, and so on for each of the other sections. Hence by changing 
these levers they can all be made to show the same reading or weight 
on the beam. If this is not the correct weight, it can be corrected 
by the nose iron on the extension lever arm d. In this way the 
combined effect of all the levers is changed as a whole, so that 
the correct weight is shown on the beam. The process consists 
of two parts. 



130 


Track Scale Specifications and Rules. 

(1) Make all levers read alike. 

(2) Make the readings correct. 

The remarks in Appendix No. 7 concerning load distribution 
and the distributing effect of the bridge or platform, apply equally 
well to the type of scale here being considered, and the same general 
analysis can be applied. 

With the foregoing facts understood, let us take a 60,000 pound 
test car and place it on section pi, cl, record the reading on the 
beam as so much plus or minus as the case may be, and then move 
the car until its center is as nearly as possible over the next section, 
and this reading recorded in the same manner as before, and so 
on until each section has been tried. With the record of the pluses 
and minuses of all the sections, we are able to make an intelligent 
start toward the correction of the differences thereby shown. 

The variation from 60,000 are assumed to be those given in 
the following table of values: 

Levers pi p2 p3 p4 

Nose irons cl c2 c3 c4 

Minus 50 Minus 100 Minus 50 Plus 50 

The signs of the cross tabulated correspond with the adjustments 
which have to be made on the respective levers to correct them; 
that is, to correct the plus arms increases the effective length of 
the arm by moving the nose iron out, and to reduce negative arms 
shortens the length. 

This data can be considered in connection with the effects of 
load distribution which are present. For instance, when the test 
car is over pi an appreciable portion of its weight is carried on p2. 
When the test load is over p2 a considerable portion of it is carried 
over pi and p3, etc. The effect of this is to cause any adjustment 
made on a lever to be apparently shared by the levers on either 
side. 

On examining the data it is at once seen that p3 will form a con¬ 
venient basis about which to center the adjustment. First lengthen 
c4 to make it agree with the value first obtained for p3. When 
this is done it will apparently affect the multiplication of p3 in 
the same way, but to a lesser extent. Then shorten c2 to correspond 
with the first value of p3, but something may be allowed for the 
subsequent effect of the adjustment to be made on pi. This ad¬ 
justment on c2 will likewise have the effect of changing p3 in the 
same way, which will in a large measure compensate for the effect 
on p3 of the minus adjustment made on c4. Then change cl in 
such a manner as to cause lever pi to agree with p2, p3 and p4. 
If necessary, repeat the adjustments until all sections register 
alike. When this is accomplished the reading can be rendered 
correct by shortening the arm d by trial. In this it is assumed 


131 


Track Scale Specifications and Rules. 

that the effect of the dead weight of the bridge in the adjustment 
is understood and allowed for. 

There are so many factors entering into the problem to vitiate 
calculations based upon lever formulas and simple assumptions 
that no practical rule can be absolutely set forth to give just how 
much a given nose iron need be moved to correct a given error 
or which nose iron should be selected for the adjustment, and the 
solution resolves itself into one of cut and try. 

The beam should be tested with respect to its action, the cor¬ 
rectness of its graduations, weight of the poises, etc., according to 
the principles which apply in general. 

As mentioned above, the general recommendations contained 
in Appendix No. 7 apply equally well to the pipe lever type of scale. 


DIAGRAM OF TRACK SCALE 


132 


Id 

0 

< 

a. 

Id 

> 

Id 

J 


Track Scale Specifications and Rules. 



? 





































133 


Track Scale Specifications and Rules. 



SELF-CONTAINED TEST WEIGHT CAR, WEIGHT 30,000 LBS, 

(Plate 1) 








134 


Track Scale Specifications and Rules. 



COMPARTMENT TEST CAR FOR CARRYING 50 LB. TEST WEIGHTS OF RECTANGULAR 

(Plate 2) 


















135 


Track Scale Specifications and Rules. 








































































































136 


Track Scale Specifications and Rules. 





MASTER EVEN ARM BALANCE, CAPACITY 200 POUNDS SENSIBII TTY 9 PR A TXT <3 • 

THAT IS, 2 GRAINS. WHEN ADDED TO EITHER PAN, WILL CAUSE THE REST PmNT OF 
THE INDICATOR TO SHIFT ONE DIVISION. i±iE REST POINT OF 


(Plate 4) 













































137 


Track Scale Specifications and Rules. 



BALANCE, CAPACITY 100 POUNDS, SENSIBILITY 2 GRAINS; THAT IS, 2 GRAINS, WHEN 
PAN. WILL CAUSE THE REST POINT OF THE INDICATOR TO SHIFT ONE DIVISION, (Plate 5) 

















138 




Track Scale Specifications and Rules . 



PORTABLE SEALER’S OUTFIT, FOR SEALING COUNTER-WEIGHTS. ETC. (Plate 6) 


















139 


Track Scale Specifications and Rules. 



MASTER WEIGHTS, 50 POUNDS TO Vs OF AN OUNCE, GOVERNMENT CLASS “A” STANDARD. 

(Plate 7) 










































140 


Track Scale Specifications and Rules. 



CYLINDRICAL AND RECTANGULAR TEST WEIGHTS, THE LATTER BEING OF THE TYPE CARRIED IN 

TEST WEIGHT CARS. 

(Plate 8) 














































141 


Track Scale Specifications and Rules. 



SURFACE VIEW OF MASTER SCALE FOR TEST WEIGHT CARS. 

(Plate 9) 























142 


Track Scale Specifications and Rules. 



TYPE OF LEVER SYSTEM, COMMONLY USED FOR MASTER SCALE FOR PROVING TEST WEIGHT 
CARS, CAPACITY 120,000 POUNDS, SENSIBILITY RECIPROCAL 5 POUNDS. (Plate 10) 



























































































































































































































143 


Track Scale Specifications and Rules. 



METHOD OF SUSPENDING MAIN LEVER OF TRACK SCALE FOR THE PURPOSE OF SEALING. 

(Plate 11) 








144 


Track Scale Specifications and Rules. 



METHOD OF SUSPENDING END EXTENSION LEVER OF TRACK SCALE FOR THE PURPOSE OF SEALING. 






145 


Track Scale Specifications and Rales. 



METHOD OF SUSPENDING MIDDLE'EXTENSION LEVER OF TRACK SCALE FOR THE PURPOSE OF SEALING. 

(Plate 13) 













146 


Track Scale Specifications and Rules. 



OF SUSPENDING THE FIFTH LEVER OF TRACK SCALE FOR THE PURPOSE OF SEALING. 

(Plate 14) 






147 


Track Scale Specifications and Rules. 



METHOD OF SUSPENDING LEVERS FOR WAGON SCALE FOR THE PURPOSE OF SEALING. 

(Plate 15) 












148 


Track Scale Specifications and Rules. 


DIAGRAM SHOWING METHOD OF LOAD APPLICATION OVER EACH MAIN LEVER IN A 
TRACK SCALE, AS DESCRIBED IN SECTION 5-C. 




(PLATE 16) 




















































































































































NATIONAL CODE 
OF RULES 

Governing the Weighing and 
Reweighing of Carload 
Freight. 


Adopted May 20, 1914. 

(See Standing Resolution.) 



150 


INTERSTATE COMMERCE COMMISSION. 


NATIONAL CODE OF RULES GOVERNING THE WEIGHING 
AND REWEIGHING OF CARLOAD FREIGHT. 

The American Railway Association has adopted the code of 
rules governing the weighing and reweighing of carload freight 
reported by its Weighing Committee, and recommends that it be 
made generally applicable on interstate traffic. These rules have 
been considered and approved by the National Industrial Traffic 
League. The Interstate Commerce Commission, recognizing the 
great benefits to be derived from uniformity in weighing and re¬ 
weighing rules, is desirous of lending its influence to the move¬ 
ment. The Commission, therefore, indorses the rules governing 
the weighing and reweighing of carload freight adopted by the 
American Railway Association and recommends that they be 
made effective on interstate transportation throughout the country. 

This action, of course, is subject to the right and duty of the 
Commission to inquire into the legality or reasonableness of any 
rule or rules which may be made the subject of complaint. 

By the Commission. 

(Seal) George B. McGinty, 

Secretary. 


Washington, D. C., June 9, 1914. 



151 


\ 


RULES GOVERNING THE WEIGHING AND REWEIGHING 

OF CARLOAD FREIGHT. 


Introductory Paragraph. 

These rules do not change or amend the rules, minimum weights 
or estimated weights provided in tariffs or the classifications gov¬ 
erning the tariffs, nor the rules and regulations of the individual 
lines as filed with the Interstate Commerce Commission. 

Rule 1.—Supervision of Scales. 

V hen weights obtained on railroad or private scales are used 
for the assessment of freight charges, such scales shall be main¬ 
tained, tested and operated in accordance with the Track Scale 
Specifications and Rules approved by The American Railway 
Association. 

Rule 2.—Weights—By Whom Ascertained. 

Weights should be ascertained by competent employes after 
proper instruction and under proper supervision. 

Rule 3. —W t eights— How Ascertained. 

Section A.—W 7 hen track scale weights are used for the assess¬ 
ment of freight charges, weighing must be done by or under the 
supervision of the carriers or their representatives or under properly 
supervised weight agreements. 

Section B.—Cars may be weighed at rest. 

(1) When uncoupled and free at both ends. 

(2) When coupled at one end and free at the other end, only 

at points where the scale rails are level and approach 
rails level for a distance of 50 feet, and when the scales 
are kept in first class condition. 

Section C.—Cars may be weighed in motion, only w r hen uncoupled 
and free at both ends and alone, upon scales properly designed 
for weighing in motion and in charge of a competent weighmaster. 

Section D.—Cars loaded with long material extending from 
one car to another may be weighed coupled at rest. They may 
also be weighed coupled in motion on scales of sufficient length 
to properly weigh together the cars so coupled. 

Section E.—W 7 hen the actual tare of a car has been ascertained 
immediately before loading, it shall be used in lieu of the marked 
tare, except as provided in Section F. 

Section F.—If a loaded car upon arrival at destination is weighed 
and the actual tare is ascertained after the entire lading of the 
car has been removed including all packing and the debris resulting 



152 


Weighing and Reweighing of Carload Freight Rules. 

from that lading, it shall be used in lieu of the marked tare. If 
the car is reloaded by the consignee, actual tare obtained in like 
manner may be used. 

Section G.—The marked tare should be used to arrive at the 
net weight of the load, except as provided in Sections E and F 
of this rule. 


Rule 4.—Weights—Where Ascertained. 

Carload freight should be weighed at point of origin, or as near 
thereto as practicable. 

Rule 5.—When Cars May be Re-weighed. 

Section A.—When the lading has been transferred en route, 
where car has met with an accident, or where for other reasons 
there is evidence of loss in transit, the carriers will, when practicable, 
re weigh the car. 

Section B.—Carload freight may also be reweighed en route 
or at destination for the information of the interested carriers 
and to test the accuracy of the previous weighings. (See Rule 8.) 

Section C.—When request is made by consignor or consignee 
for the reweighing of any car, such reweighing shall be done, when¬ 
ever practicable, the car to be weighed again if necessary—subject 
to Rule 9. 

Rule 6.—Notification. 

Upon request the consignor will be furnished with the gross, 
tare and net weights and all changes made therein. 

Rule 7.—Information to be Shown on Scale Record, Weight 
Certificate, Way-bill, Freight-bill, Etc. 

Section A.—A record should be kept at each track scale showing 
the gross, tare (whether actual or stenciled), and net weight; the 
date and time of weighing; the condition of the weather; whether 
weighed at rest or in motion; coupled at one or both ends or un¬ 
coupled; when actual tare is used, estimated amount of debris 
in the car. 

Section B.—The point at which car is weighed and the gross 
tare and net weights will be noted in ink or indelible pencil on regular 
way-bill and slip-bill or card-bill. When actual tare is used instead 
of marked tare it should be so specified (see Rule 3). The method 
of ascertaining the weight should also be specified as Railroad 
Scale, Weighing Bureau, Shippers’, Tariff, Classification or Agree¬ 
ment Weight. This information must also be shown on transfers 
to connecting line, on correction sheets when issued, carried on 
way-bills to destination, and shown on freight bills. 

Section C.—When track scales are equipped with registering 
or recording device and sticker form of scale tickets is used, said 
tickets may be used in same manner as provided above and if space 


153 


Weighing and Reweighing of Carload Freight Rules. 

is provided thereon, the information shown in Section A will be 
added. 

Section D.—Where side cards are provided for the purpose, 
weights should be endorsed thereon. 

Section E.—In case agent at point of origin receives request 
from consignor for the result of weighing or reweighing, proper 
notation should be made on billing accompanying the car to des¬ 
tination. (See Rule 6.) 

Section F.—Where weights are obtained for billing purposes 
under weight agreements, which do not provide for use of the gross 
and tare weights, the gross and tare weights need not be shown 
as provided in Sections B, C and D. 

Rule 8—Weights to Govern and Tolerance.* 

Section A.—Where carload freight, the weight of which is not 
subject to change from its inherent nature, is check-weighed or 
re-weighed en-route or at destination, no correction will be made 
in the billed weight except as provided below: 

Section B.—If the difference between the original net weight 
and the weight obtained by re-weighing does not exceed the toler¬ 
ance provided in this rule, the first weight will not be changed. If 
such difference exceeds the tolerance, the car should be weighed 
a third time if practicable. If the third weighing confirms the 
original weight within the tolerance no change shall be made. 
Where the original weight cannot be applied as above, the lower 
of the second or third weights shall be used where the difference 
between the second and third weight does not exceed the tolerance. 

Section C.—In deciding between weights obtained on track 
scales as to which is the more correct, all of the conditions under 
which the several weighings were done must be taken into con¬ 
sideration, including the class of scale, condition, how recently 
tested, the manner of weighing, whether car was at rest or in motion, 
coupled or uncoupled, actual or stenciled tare us&d, the time of 
weighing, weather conditions and the reliability of the weigher, 
giving precedence to that weight obtained under the best conditions. 

Section D.—The consignor or consignee shall be permitted to 
show the actual weight of any carload shipment either by means 
of shipper’s authenticated invoice or by weighing the entire load 
on platform scales, or by so weighing a proper portion of uniform 
or standard weight articles (not less than ten (10) per cent of the 
lading), weighing to be performed under supervision of the carrier; 
provided such total weight includes all blocking, packing and 
debris resulting from the lading in question. This actual weight 

will be used to determine freight charges (subject to weight agree- 

- - - . -- 

* Definition of Tolerance.— The difference in weights due to variation in scales 
or weighing which may be permitted without correction of the billed weight. 




154 


Weighing and Reweighing of Carload Freight Rules. 

ments if applicable), provided the difference in weight exceeds 
the tolerance. 

Section E.—The tolerance shall be one per cent (1%) of the 
lading, with a minimum of 500 pounds, on all carload freight, in¬ 
cluding coal and coke, except that when ashes, cinders, clay, do¬ 
lomite, ganister, gravel, mill-scale, ore, sand, slag, all stone (not 
cut), and similar bulk freight, brick and soft drain tile are loaded 
in open cars, the tolerance shall be one per cent (1%) of the lading 
with a minimum of 1,000 pounds. 

Note:—Tolerance on coal and coke does not include difference in weight due to 
evaporation which shall be determined and published in initial carrier’s tariff. 

Section F.—Weights of commodities subject to shrinkage in 
weight from their inherent nature, properly obtained at or near point 
of origin, should not be changed, except as provided for in the 
tariffs of the carriers. If obvious error is discovered, each case 
should be dealt with upon its individual merits and report made 
to the originating carrier with all the facts. 

Rule 9.—Charges for Weighing and Re-weighing. 

Section A.—When weights are obtained for the assessment 
of freight charges, no charge will be made by the carrier for the 
service. 

Section B.—When a car is weighed or re-weighed, either empty 
or loaded, at request of either consignor or consignee, the service 
and charges will be in accordance with conditions named below, 
subject to the rules and carload minimum weights prescribed in 
tariffs and classifications. 

Section C.—When a shipper or consignee requests that a car 
containing a commodity which is not subject to shrinkage from 
its inherent nature be re-weighed, this service, wherever practicable, 
will be performed by the carrier without charge, provided such 
re-weighing discloses error in the billed weight of more than the 
tolerance provided in Rule 8. When a car contains a commodity 
which is subject to shrinkage from its inherent nature, no charge 
will be made if the billed weight is changed, as per Rule 8, Section F. 

Section D.—When a car is weighed or re-weighed either empty 
or loaded at request of either consignor or consignee, a charge 
will be made each time car is weighed: (except as provided in 
Sec. C.) 

(1) On private scales located at the industry $_per car. 

(2) On other private scales, conveniently located $_ 

per car. (See note.) 

(3) On railroad company’s scales, conveniently located 
$—_ per car. 

Note:—The parties desiring the weighing done must make their own arrangements 

with the owners of the scales for their use, the charge of $__covers only the 

weighing service performed by the carrier. 






155 


Weighing and Reweighing of Carload Freight Rules. 

Section E.—W hen inbound freight is weighed or re-weighed 
by a switching line (not participating in the freight rate) the above 
charges will be assessed, regardless of any variation in weights, and 
will be in addition to the regular switching charge. If no change 
is made in billed weight, the charge will be against the party or 
road requesting weighing; when change is made in billed weight 
the charge will be made by the switching line against the delivering 
road. 

Section F.—When carload shipments which are provided for 
in classification and tariffs at fixed or estimated weights are re¬ 
weighed at the request of consignor or consignee the above charges 
will be assessed, regardless of any variation in weight. 

Section G.—Where carload shipments are billed at minimum 
carload weight and are re-weighed on request of consignor or con¬ 
signee, the above charges will be assessed, unless the variation 
in the weight increases the freight charges. 

Rule 10.—Weight Agreements. 

Section A.—When shippers’ weights of property are accepted 
and applied by the carriers under weight agreements, properly 
supervised, such weights should be designated in the prescribed 
manner on waybills, shipping tickets, bills of lading, or weight 
certificates, (See Rule 7, Section B) and the property should not 
be re-weighed, except as provided in Rule 5. Proper supervision 
means checking of the records of the shipper by the authorized 
representative of the carrier to verify the weights and descriptions 
furnished, and the weighing of a sufficient number of cars for 
verifications. 

Section B.—When investigation, through examination of the 
shippers’ records or by re-weighing, discloses error in weights or 
description shown on original billing the charges shall be adjusted 
to the proper basis, and notice of such change shall in all cases 
be transmitted to the interested carriers or their representatives. 

Section C.—Forms of weight agreement suitable to the character 
of the business tendered for transportation shall embrace the follow¬ 
ing general principles and copies thereof shall be filed with the 
Interstate Commerce Commission. The agreements shall be in 
writing and provide that: 

(1) .—The shipper shall report and certify correct gross weights 
(except where estimated weights are provided in tariff or classifi¬ 
cations), and correct description of commodities on shipping tickets, 
bills of lading or weight certificates and correct gross, tare and 
net weights when obtained on track scales, where such weights are 
used for billing purposes. 

(2) .—The shipper shall allow the authorized representative 
of the carrier to inspect the original weight sheets, books, invoices 


156 


Weighing and Reweighing of Carload Freight Rules » 

and records necessary to verify the weights and description of the 
commodities certified in the shipping tickets, bills of lading or 
weight certificate. 

(3) .—The shipper shall promptly pay to the authorized repre¬ 
sentative of the carrier bills for all undercharges resulting from 
the certification of incorrect weights or improper description. 

(4) .—When weights of uniform or standard weight articles are 
based upon averages, the shipper shall give prompt notice to the 
authorized representative of the carrier when any change is made 
in the package or material used which will affect the weight arrived 
at by use of the average. 

(5) .—The shipper shall keep in good weighing condition any 
and all scales used in determining weights and have track scales 
tested, maintained and operated in accordance with the Track 
Scale Specifications and Rules approved by the American Railway 
Association and shall allow the authorized representative of the 
carrier to inspect and test them. 

(6) .—The agreement may be cancelled by ten days notice in 
writing to either party. 

(7) .—All shipments made under the agreement will be subject 
to rates and charges prescribed by classifications, tariffs or rules 
of the carriers interested. 


157 


THE STANDARD CODE 

OF 

The American Railway Association. 
TRAIN RULES FOR SINGLE TRACK. 

Adopted April 25, 1906. 


TRAIN RULES FOR DOUBLE TRACK. 

Adopted April 25, 1906. 


Train Rules for Three and Four Tracks. 

Adopted April 5, 1905. 


Rules governing the movement of trains with the current of 
traffic on double track by means of Block Signals. 

Adopted October 28, 1903. 


Rules governing the movement of trains against 
the current of traffic on double track 
by means of Block Signals. 

Adopted April 27, 1904. 


DIAGRAMS OF 

HAND, FLAG AND LAMP SIGNALS 

AND TRAIN SIGNALS. 

Adopted April 25, 1906. 








158 


(Form of order putting rules in effect.) 

The rules herein set forth govern the railroads operated by the 

.Company. They take effect 

.superseding all previous rules 

and instructions inconsistent therewith. 

Special instructions may be issued by proper authority. 

(Name) . 

(Title) . 


GENERAL NOTICE. 

To enter or remain in the service is an assurance of willingness 
to obey the rules. 

Obedience to the rules is essential to the safety of passengers 
and employes, and to the protection of property. 

The service demands the faithful, intelligent and courteous dis¬ 
charge of duty. 

To obtain promotion capacity must be shown for greater respon¬ 
sibility. 

Employes, in accepting employment, assume its risks. 








159 


GENERAL RULES. 

A. Employes whose duties are prescribed by these rules must 
provide themselves with a copy. 

B. Employes must be conversant with and obey the rules and 
special instructions. If in doubt as to their meaning they must 
apply to proper authority for an explanation. 

C. Employes must pass the required examinations. 

D. Persons employed in any service on trains are subject to the 
rules and special instructions. 

E. Employes must render every assistance in their power in 
carrying out the rules and special instructions. 

F. Any violation of the rules or special instructions must be 
reported. 

G. The use of intoxicants by employes while on duty is pro¬ 
hibited. Their use, or the frequenting of places where they are 
sold, is sufficient cause for dismissal. 

H. The use of tobacco by employes while on duty in or about 
passenger stations, or on pasenger cars, is prohibited. 

J. Employes on duty must wear the prescribed badge and uni¬ 
form and be neat in appearance. 

K. Persons authorized to transact business at stations or od 
trains must be orderly and avoid annoyance to patrons. 

L. In case of danger to the Company’s property employes must 
unite to protect it. 



> > > 


160 


DEFINITIONS. 

Engine. —A locomotive propelled by any form of energy. 

Train. —An engine, or more than one engine coupled, with or 
without cars, displaying markers. 

Regular Train. —A train authorized by a time-table schedule. 

Section. —One of two or more trains running on the same 
schedule displaying signals or for which signals are displayed. 

Extra Train. —A train not authorized by a time-table schedule. 
It may be designated as— 

Extra—for any extra train, except work extra; 

Work extra—for work train extra. 

Superior Train. —A train having precedence over another 
train. 

Train of Superior Right. —A train given precedence by train 
order. 

Train of Superior Class. —A train given precedence by time¬ 
table. 

Train of Superior Direction. —A train given precedence in the 
direction specified in the time-table as between trains of the same 
class. 

Note.—S uperiority by direction is limited to single track. 

Time-table. —The authority for the movement of regular trains 
subject to the rules. It contains the classified schedules of trains 
with special instructions relating thereto. 

Schedule. —That part of a time-table which prescribes class, di¬ 
rection, number and movement for a regular train. 

Division. —That portion of a railway assigned to the supervision 
of a -.* 

Subdivision. —A part of a division so designated on the time¬ 
table. 

Main Track. —A track extending through yards and between 
stations, upon which trains are operated by time-table or train 
order, or the use of which is controlled by block signals. 

Single Track. —A main track upon which trains are operated 
in both directions. 

* The blank may be filled in by each road to suit its own organization. 





161 


Double Track. —Two main tracks, upon one of which the cur¬ 
rent of traffic Is in a specified direction, and upon the other in 
the opposite direction. 

Three (or More) Tracks. —Three (or more) main tracks, upon 
any of which the current of traffic may be in either specified 
direction. 

Current of Traffic. —The movement of trains on a main 
track, in one direction, specified by the rules. 

Station.—A place designated on the time-table by name, at 
which a train may stop for traffic; or to enter or leave the main 
track; or from which fixed signals are operated. 

Siding. —A track auxiliary to the main track for meeting or 
passing trains, limited to the distance between two adjoining tele¬ 
graph stations. 

Fixed Signal. —A signal of fixed location indicating a condi¬ 
tion affecting the movement of a train. 

Yard. —A system of tracks within defined limits provided for 
the making up of trains, storing of cars and other purposes, over 
which movements not authorized by time-table, or by train order, 
may be made, subject to prescribed signals and regulations. 

Yard Engine. —An engine assigned to yard service and working 
within yard limits. 

Pilot. —A person assigned to a train when the engineman or 
conductor, or both, are not fully acquainted with the physical 
characteristics, or running rules of the road, or portion of the 
road, over which the train is to be moved. 

Note to Definition of Fixed Signal.— The definition of a “Fixed 
Signal” covers such signals as slow boards, stop boards, yard limits, 
switch, train order, block, interlocking, semaphore, disc, ball or other 
means for indicating stop, caution or proceed. 



162 


RULES FOR SINGLE TRACK. 

Adopted April 25, 1906. 

STANDARD TIME. 

1. Standard Time obtained from-observatory will be tele¬ 
graphed to all points from designated offices at-, - m. 

daily. 

2. Watches that have been examined and certified to by a desig¬ 
nated inspector must be used by conductors, enginemen and 

-.* The certificate in prescribed form must be renewed and 

filed with - every -. 

(Form of Certificate.) 

CERTIFICATE OF WATCH INSPECTOR. 

This is to certify that on . 19.... 

the watch of . 

employed as . 

on the .R. 

was examined by me. It is correct and reliable, and in my judg¬ 
ment will, with proper care, run within a variation of thirty sec¬ 
onds per week. 

Name of Maker. 

Brand . 

Number of Movement. 

Open or hunting case. 

Metal of case. 

Stem or key winding. 

Signed, 


Inspector. 

Address . 

3. Watches of conductors, enginemen and-* must be com¬ 

pared, before starting on each trip, with a clock designated as a 
Standard Clock. The time when watches are compared must be 
registered on a prescribed form. 

Note to Rule 1.— In order to detect possible errors at junction points 
and to secure uniformity, the Committee recommends that the time be 
disseminated to all points at the same hour. The Committee considers 
it of great importance that the time be obtained from some observatory 
of recognized standing. 

Note to Rule 3.— The conditions under which conductors and engine- 
men whose duties preclude access to a standard clock are required to 
obtain standard time, vary so much on different roads that the Com¬ 
mittee recommends that each adopt such regulations to cover the case 
supplementary to this rule, as may best suit its own requirements. 

* The Committee recommends that in filling the blank each company 
add such other classes of employes as it may desire. 






















163 


Train Rules. 


TIME-TABLES. 

4. Each Time-table, from the moment it takes effect, supersedes 
tlie preceding Time-table, and its schedules take effect on any divi¬ 
sion (or sub-division) at the leaving time at their initial stations 
on such division (or sub-division). But when a schedule of the 
preceding Time-table corresponds in number, class, day of leaving, 
direction, and initial and terminal stations with a schedule of the 
new Time-table, a train authorized by the preceding Time-table 
will retain its train orders and assume the schedule of the corre¬ 
sponding number of the new Time-table. 

Schedules on each division (or sub-division) date from their 
initial stations on such division (or sub-division). 

Not more than one schedule of the same number and day shall 
be in effect on any division (or sub-division). 

5. Not more than two times are given for a train at any sta¬ 
tion ; where one is given, it is, unless otherwise indicated, the leav¬ 
ing time; where two, they are the arriving and the leaving time. 

Unless otherwise indicated, the time applies to the switch where 
an inferior train enters the siding; where there is no siding it 
applies to the place from which fixed signals are operated; where 
there is neither siding nor fixed signal, it applies to the place 
where traffic is received or discharged. 

Schedule meeting or passing stations are indicated by figures in 
full-faced type. 

Both the arriving and leaving time of a train are in full-faced 
type when both are meeting or passing times, or when one or 
more trains are to meet or pass it between those times. 

When trains are to be met or passed at a siding extending be¬ 
tween two adjoining stations, the time at each end of the siding 
will be shown in full-faced type. 

Where there are one or more trains to meet or pass a train 
between two times, or more than one train to meet a train at any 
station, attention is called to it by-. 

6. The following signs when placed before the figures of the 
schedule indicate: 

“s”—regular stop; 

“f”—flag stop to receive or discharge passengers or freight. 

“fl”—stop for meals ; 

“L”—leave; 

“A”—arrive. 


Note to Rule 5.— The Committee recommends that each company 
adopt such method as it may prefer in filling the blank. 





164 


Train Rules. 


SIGNAL RULES. 

7. Employes whose duties may require them to give signals, must 
provide themselves with the proper appliances, keep them in good 
order and ready for immediate use. 

8. Flags of the prescribed color must be used by day, and lamps 
of the prescribed color by night. 

9. Night signals are to be displayed from sunset to sunrise. 
When weather or other conditions obscure day signals, night sig¬ 
nals must be used in addition. 


VISIBLE SIGNALS. 


10. COLOR SIGNALS. 


Color. 

Indication. 

(a) Red. 

Stop. 

(6) -- 

Proceed, and for other uses prescribed by the 


Rules. 

(c) - 

Proceed with caution, and for other uses pre 


scribed by the Rules. 

( d) Green and white. 

Flag stop. See Rule 28. 

(e) Blue. 

See Rule 2G. 


11. A fusee on or near the track burning red must not be passed 
until burned out. When burning green it is a caution signal. 


12 . 


HAND, FLAG AND LAMP SIGNALS. 


Manner of Using. 


Indication. 


(a) Swung across the track.* * * * § 

(b) Raised and lowered vertically .f 

(c) Swung vertically in a circle at half] 

arm’s length across the track when the 
train is standing.^ 

(<l) Swung vertically in a circle at arm’s 
length across the track, when the traiu 
is running.§ 

(e) Swung horizontally above the head, when 

the train is standing. 

(f) Held at arm’s length above the head, 

when the train is standing. 0 


Stop. 

^ Proceed. 

Back. 

j- Train has parted. 

Apply air brakes. 
Release air brakes. 


13. Any object waved violently by any one on or near the track 
is a signal to stop. 

Note to Rule 10.—The Committee has omitted giving the colors of 
signals (b) and (c) in Rule 10, leaving it discretionary with each road 
to use such colors as it may prefer. 

* Illustrated by diagram on page 216. 

t Illustrated by diagram on page 216. 

% Illustrated by diagram on page 217. 

§ Illustrated by diagram on page 217. 

t Illustrated by diagram on page 218. 

° Illustrated by diagram on page 218. 



















165 


Train Rules. 


AUDIBLE SIGNALS. 

14* ENGINE WHISTLE SIGNALS. 

„ n JJ t e.—T he signals prescribed are illustrated by “o” for short sounds; 
— for longer sounds. The sound of the whistle should be distinct, 
with intensity and duration proportionate to the distance signal la to be 
conveyed. 


Sound. 


Indication. 


(a) o 

W - 

(c) — 0 0 0 

(d) - 

(e) - 

(f) - 


iff) o o 
(h) o o o 


(;) o o o o 
( k ) — oo 


( l ) -oo 

(m) - 


Stop. Apply brakes. 

Release brakes. 

Flagman go back and protect rear of train. 

Flagman return from west or south. 

Flagman return from east or north. 

When running, train parted; to be repeated 
until answered by the signal prescribed by 
Rule 12 ( d ).* Answer to 12 ( d ).* 

I Answer to any signal not otherwise provided . 
for. 

When train is standing, back. Answer to 
12 (c)f and 16 (c). When train is run¬ 
ning, answer to 16 (d). 

I Call for signals. 

To call the attention of yard engines, extra 
trains or trains of the same or inferior 
class or inferior right to signals displayed 
for a following section. 

Approaching public crossings at grade. 

j Approaching stations, junctions and railroad 
crossings at grade. 


A succession of short sounds of the whistle is an alarm for 


persons or cattle on the track. 


15. The explosion of one torpedo is a signal to stop; the explo¬ 
sion of two not more than 200 feet apart is a signal to reduce 
speed, and look out for a stop signal. 


16. COMMUNICATING SIGNALS. 


Sound. 

Indication. 

(a) Two. 

When train is standing, start. 

(b) Two. 

When train is running, stop at once. 

(c) Three. 

When train is standing, back the train. 

(d) Three. 

When train is running, stop at next station. 

(e) Four. 

When train is standing, apply or release air 


brakes. 

if) Four. 

When train is running, reduce speed. 

( 9 ) Five. 

When train is standing, call in flagman. 

( h ) Five. 

When train is running, increase speed. 


TRAIN SIGNALS. 

17. The head-light will be displayed to the front of every 
train by night, but must be concealed when a train turns out to 
meet another and has stopped clear of main track, or is standing 
to meet trains at the end of double track or at junctions. 


* See diagram, page 217. 


t See diagram, page 217. 




















166 


Train Rules. 

18. Yard engines will display the head-light to the front and 
rear by nighl When not provided with a head-light at the rear, 
two white lights must be displayed. Yard engines will not dis¬ 
play markers. 

19. The following signals will be displayed, one on each side of 
the rear of every train, as markers, to indicate the rear of the 
train: By day, green flags: By night, green lights to the front 
and side and red lights to the rear; except when the train is clear 
of the main track, when green lights must be displayed to the 
front, side and rear.* * * § 

20. All sections except the last will display two green flags, and 
in addition, two green lights by night, in the places provided for 
that purpose on the front of the engine.-}- 

21. Extra trains will display two white flags and, in addition, 
two white lights by night, in the places provided for that purpose 
on the front of the engine.^ 

22. When two or more engines are coupled, the leading engine 
only shall display the signals as prescribed by Rules 20 and 21. 

23. One flag or light displayed where in Rules 19, 20 and 21 two 
are prescribed will indicate the same as two; but the proper dis¬ 
play of all train signals is required. 

24. When cars are pushed by an engine (except when shifting 
or making up trains in yards) a white light must be displayed on 
the front of the leading car by night.§ 

25. Each car on a passenger train must be connected with the 
engine by a communicating signal appliance. 

26. A blue flag by day and a blue light by night, displayed at 
one or both ends of an engine, car or train, indicates that work¬ 
men are under or about it; when thus protected it must not be 
coupled to or moved. Workmen will display the blue signals and 
the same workmen are alone authorized to remove them. Other 
cars must not be placed on the same track so as to intercept the 
view of the blue signals, without first notifying the workmen. 

USE OF SIGNALS. 

27. A signal imperfectly displayed, or the absence of a signal 

at a place where a signal is usually shown, must be regarded as 
a stop signal, and the fact reported to the-. 

28. A combined green and white signal is to be used to stop a 
train only at the flag stations indicated on its schedule. When 
it is necessary to stop a train at a point that is not a flag station 
on its schedule, a red signal must be used. 

* Illustrated by diagrams on pages 221. 223, 224, 225, 220. 

t Illustrated by diagrams on pages 222, 223. 

. $ Illustrated by diagrams on pages 220. 221. 

§ Illustrated by diagrams on page 228. 




167 


Train Rules. 

29. When a signal (except a fixed signal) is given to stop a 
train, it must, unless otherwise provided, be acknowledged as pre¬ 
scribed by Rule 14 ( g) or (/<,). 

30. The engine-bell must be rung when an engine is about to 
move. 

31. The engine-bell must be rung on approaching every public 
road crossing at grade, and until it is passed; and the whistle 
must be sounded at all whistling-posts. 

32. The unnecessary use of either the whistle or the bell is pro¬ 
hibited. They will be used only as prescribed by rule or law, or 
to prevent accident. 

33. Watchmen stationed at public road and street crossings 
must use red signals only when necessary to stop trains. 


SUPERIORITY OF TRAINS. 

71. A train is superior to another train by right, class or direc¬ 
tion. 

Right is conferred by train order; class and direction by time¬ 
table. 

Right is superior to class or direction. 

Direction is superior as between trains of the same class. 

72. Trains of the first class are superior to those of the second; 
trains of the second class are superior to those of the third; and 
so on. 

Trains in the direction specified by the time-table are superior 
to trains of the same class in the opposite direction. 

73. Extra trains are inferior to regular trains. 


MOVEMENT OF TRAINS. 

82. Time-table schedules, unless fulfilled, are in effect for twelve 
hours after their time at each station. 

Regular trains twelve hours behind either their schedule arriv¬ 
ing or leaving time at any station lose both right and schedule, and 
can thereafter proceed only as authorized by train order. 

83. A train must not leave its initial station on any division (or 
sub-division), or a junction, or pass from double to single track, 
until it has been ascertained whether all trains due, which are 
superior, or of the same class, have arrived or left. 

84. A train must not start until the proper signal is given. 

85. When a train of one schedule is on the time of another 
schedule of the same class in the same direction, it will proceed 
on its own schedule. 


168 


Train Rules. 

Trains of one schedule may pass trains of another schedule of 
the same class, and extras may pass and run ahead of extras. 

86. An inferior train must clear the time of a superior train, in 
the same direction, not less than five minutes; but must he clear 
at the time a first-class train, in the same direction, is due to leave 
the next station in the rear where time is shown. 

87. An inferior train must keep out of the way of opposing 
superior trains and failing to clear the main track by the time 
required by rule must be protected as prescribed by Rule 99. 

Extra trains must clear the time of regular trains - min¬ 

utes unless otherwise provided, and will be governed by train 
orders with respect to opposing extra trains. 

88. At meeting points between trains of the same class, the infe¬ 
rior train must clear the main track before the leaving time of 
the superior train. 

At meeting points between extra trains, the train in the inferior 
time-table direction must take the siding unless otherwise pro¬ 
vided. 

Trains must pull into the siding when practicable; if necessary 
to back in, the train must first be protected as prescribed by 
Rule 99, unless otherwise provided. 

89. At meeting points between trains of different classes the 
inferior train must take the siding and clear the superior train at 
least five minutes, and must pull into the siding when practicable. 
If necessary to back in, the train must first be protected as pre¬ 
scribed by Rule 99, unless otherwise provided. 

90. Trains must stop at schedule meeting stations, if the train 
to be met is of the same class, unless the switch is right and the 
track clear. 

When the expected train of the same class is not found at the 
schedule meeting station, the superior train must approach all 
sidings prepared to stop, until the expected train is met. 

Trains must stop clear of the switch used by the train to be 
met in going on the siding. 

91. Unless some form of block signals is used, trains in the 
same direction must keep at least five minutes apart, except in 
closing up at stations. 

92. A train must not arrive at a station in advance of its sched¬ 
ule arriving time. 

Note to Rules 88 and 89.—The Committee recommends, that where 
greater clearance is necessary, Rule 88 should require a clearance of 
FIVE minutes, and Rule 89 of TEN minutes. 

Note to Rule 91.—The Committee recommends, that where greater 
clearance is necessary. Rule 91 should allow a clearance of TEN minutes 
or more. 




169 


Train Rules. 

A train must not leave a station in advance of its schedule 
leaving time. 

93. Within yard limits the main track may be used, protecting 

against - class trains. 

class and extra trains must move within yard limits 
prepaied to stop unless the main track is seen or known to be clear. 

94. A train which overtakes another train so disabled that it 

cannot proceed will pass it, if practicable, and if necessary will 
assume the schedule and take the train orders of the disabled 
train, pioceed to the next open telegraph office, and there report 
to the-. The disabled train will assume the right or sched¬ 

ule and take the train orders of the last train with which it has 
exchanged, and will when able proceed to and report from the 
next open telegraph office. 

When a train, unable to proceed against the right or schedule 
of an opposing train, is overtaken between telegraph stations by 
an inferior train or a train of the same class having right or 
schedule which permits it to proceed, the delayed train may, after 
proper consultation with the following train, precede it to the next 

telegraph station, where it must report to-. When opposing 

trains are met under these circumstances, it must be fully ex¬ 
plained to them by the leading train that the expected train is 
following. 

95. Two or more sections may be run on the same schedule. 
Each section has equal time-table authority. 

A train must not display signals for a following section without 
orders from the -. 

96. When signals displayed for a section are taken down at any 
point before that section arrives, the conductor will, if there be 
no other provision, arrange in writing with the operator, or if 
there be no operator, with the switchtender, or in the absence of 
both, with a flagman left there for that purpose, to notify all 
opposing inferior trains or trains of the same class leaving such 
point, that the section for which signals were displayed has not 
arrived. 

97. Extra trains must not be run without orders from the-. 

98. Trains must approach the end of double track, junctions, 
railroad crossings at grade, and drawbridges, prepared to stop, 
unless the switches and signals are right and the track is clear. 
Where required by law, trains must stop. 

99. When a train stops or is delayed, under circumstances in 
which it may be overtaken by another train, the flagman must go 

Note to Rule 96.—The Committee recommends, if a company desires 
to have all opposing trains notified, that the last sentence of Rule 96 be 
changed to read : “to notify all opposing trains that the section for 
which signals were displayed has not arrived.” 









170 


Train Rules. 

back immediately with stop signals a sufficient distance to insure 
full protection. When recalled he may return to his train, first 
placing two torpedoes on the rail when the conditions require it. 

The front of a train must be protected in the same way, when 
necessary, by the-. 

100. When the flagman goes back to protect the rear of the 

train, the - must, in the case of passenger trains, and the 

next brakeman in the case of other trains, take his place on the 
train. 

101. If a train should part while in motion, trainmen must, if 
possible, prevent damage to the detached portions. The signals 
prescribed by Rules 12 (d) and 14 (f) must be given. 

The detached portion must not be moved or passed until the 
front portion comes back. 

102. When cars are pushed by an engine (except when shifting 
and making up trains in yards) a flagman must take a conspic¬ 
uous position on the front of the leading car. 

103. Messages or orders respecting the movement of trains or 
the condition of track or bridges must be in waiting. 

104. Switches must be left in proper position after having been 
used. Conductors are responsible for the position of the switches 
used by them and their trainmen, except where switchtenders are 
stationed. 

A switch must not be left open for a following train unless in 
charge of a trainman of such train. 

105. Both conductors and enginemen are responsible for the 
safety of their trains and, under conditions not provided for by 
the rules, must take every precaution for their protection. 

106. In all cases of doubt or uncertainty the safe course must 
be taken and no risks run. 




171 


Train Rules. 


SINGLE TRACK. 

RULES FOR MOVEMENT BY TRAIN ORDERS. 

201. For movements not provided for by time-table, train orders 

will be issued by authority and over the signature of the -. 

They must contain neither information nor instructions not essen¬ 
tial to such movements. 

They must be brief and clear; in the prescribed forms when 
applicable; and without erasure, alteration or interlineation. 

202. Each train order must be given in the same words to all 
persons or trains addressed. 

203. Train orders will be numbered consecutively each day, be¬ 
ginning with No. — at midnight. 

204. Train orders must be addressed to those who are to execute 
them, naming the place at which each is to receive his copy 
Those for a train must be addressed to the conductor and engine 
man, and also to any one who acts as its pilot. A copy for each 
person addressed must be supplied by the operator. 

Orders addressed to operators restricting the movement of 
trains must be respected by conductors and enginemen the same 
as if addressed to them. 

205. Each train order must be written in full in a book pro¬ 
vided for the purpose at the office of the -; and with it 

recorded the names of those who have signed for the order; the 
time and the signals which show when and from what offices the 
order was repeated and the responses transmitted; and the train 
dispatcher’s initials. These records must be made at once, and 
never from memory or memoranda. 

200. Regular trains will be designated in train orders by their 
numbers, as “No 10” or “2d No 10,” adding engine numbers if 
desired. Extra trains will be designated by engine numbers, and 
the direction as “Extra 798 ‘East’ or ‘West.’ ” Other numbers 
and time will be stated in figures only. 

207. To transmit a train order, the signal “31” or the signal 
“19” followed by the direction must be given to each office ad¬ 
dressed, the number of copies being stated, if more or less than 
three—thus, “31 West copy 5,” or “19 East copy 2.” 

Note to Rule 207.—Where forms “31” and “19” are not both In use 
the signal may be omitted. 






172 


Train Rules. 

208 (A). A train order to be sent to two or more offices must 
be transmitted simultaneously to as many of them as practicable. 
The several addresses must be in the order of superiority of trains, 
each office taking its proper address. When not sent simulta¬ 
neously to all, the order must be sent Urst to the superior train. 

208 (B). A train order to be sent to two or more offices must 
be transmitted simultaneously to as many of them as practicable. 

The several addresses must be in the order of superiority of 
trains and when practicable must include the operator at the 
meeting or waiting point, each office taking its proper address. 

When not sent simultaneously to all, the order must be sent 
first to the superior train. 

Copies of the order addressed to the operator at the meeting 
or waiting point must be delivered to all trains affected until all 
have arrived from one direction. 

209. Operators receiving train orders must write them in mani¬ 
fold during transmission and if they cannot at one writing make 
the requisite number of copies, must trace others from one of the 
copies first made. 

210. When a “31” train order has been transmitted, operators 
must (unless otherwise directed) repeat it at once from the mani¬ 
fold copy in the succession in which the several offices have been 
addressed, and then write the time of repetition on the order. 
Each operator receiving the order should observe whether the 
others repeat correctly. 

Those to whom the order is addressed, except enginemeu, must 
then sign it, and the operator will send their signatures preceded 
by the number of the order to the -. The response “com¬ 
plete,” and the time, with the initials of the -, will then be 

given by the train dispatcher. Each operator receiving this re¬ 
sponse will then write on each copy the word “complete,” the 
time, and his last name in full, and then deliver a copy to each 
person addressed, except enginemen. The copy for each engine- 
man must be delivered to him personally by -. 

211. When a “19” train order has been transmitted, operators 
must (unless otherwise directed) repeat it at once from the mani¬ 
fold copy, in the succession in which the several offices have been 
addressed. Each operator receiving the order should observe 

Note to Rule 209.—If the typewriter is used for copying train orders, 
when additional copies are made, the order must be repeated from such 
copies to the train dispatcher and “complete” given in the usual manner. 

Note to Rule 210.—The blanks in the above rule may be filled by each 
road to suit its own requirements. On roads where the signature of 
the engineman is desired, the words “except enginemen,” and the last 
sentence in the second paragraph, may be omitted. If preferred, each 
person receiving an order may be required to read it aloud to the 
operator. 






173 


Train Rules. 

whether the others repeat correctly. When the order has been 
repeated correctly by an operator, the response “complete,” and 

the time, with the initials of the-, will be given by the train 

dispatcher. The operator receiving this response will then write 
on each copy the word “complete,” the time, and last name in 
full, and personally deliver a copy to each person addressed with¬ 
out taking his signature. But when delivery to engineman will 
take the operator from the immediate vicinity of his office, the 
engineman’s copy will be delivered by -. 

When a “19” train order restricting the superiority of a train 
is issued for it at the point where such superiority is restricted, 
the train must be brought to a stop before delivery of the order. 

212. A train order may, when so directed by the train dis¬ 

patcher, be acknowledged, without repeating, by the operator re¬ 
sponding : “X ; _ (Number of T ra in Order) _ to (Train Number) 

with the operator’s initials and office signal. The operator must 
then write on the order his initials and the time. 

213. “Complete” must not be given to a train order for delivery 
to an inferior train until the order has been repeated or the “X” 
response sent by the operator who receives the order for the 
superior train. 

214. When a train order has been repeated or “X” response sent, 
and before “complete” has been given, the order must be treated 
as a holding order for the train addressed, but must not be other¬ 
wise acted on until “complete” has been given. 

If the line fail before an office has repeated an order or has sent 
the “X” response, the order at that office is of no effect and must 
be there treated as if it had not been sent. 

215. The operator who receives and delivers a train order must 
preserve the low r est copy. 

216. For train orders delivered by the train dispatcher the re¬ 
quirements as to the record and delivery are the same as at 
other offices. 

217. A train order to be delivered to a train at a point not a 
telegraph station, or at one at which the telegraph office is closed, 
must be addressed to 

“C. and E. - (at -), care of -,” 

and forwarded and delivered by the conductor or other person in 
whose care it is addressed. When form 31 is used “complete” 
will be given upon the signature of the person by whom the 
order is to be delivered, who must be supplied with copies for the 
conductor and engineman addressed, and a copy upon which he 
shall take their signatures. This copy he must deliver to the 
first operator accessible, who must preserve it, and at once trans¬ 
mit the signatures of the conductor and engineman to the train 
dispatcher. 










174 


Train Rules. 

Orders so delivered must be acted on as if “complete” bad been 
given in the usual way. 

For orders which are sent, in the manner herein provided, to a 
train, the superiority of which is thereby restricted, “complete” 
must not be given to an inferior train until the signatures of the 
conductor and engineman of the superior train have been sent to 
the -. 

218. When a train is named in a train order by its schedule 
number alone, all sections of that schedule are included, and each 
must have copies delivered to it. 

219. Unless otherwise directed, an operator must not repeat or 
give the “X” response to a train order for a train which has been 
cleared or of which the engine has passed his train-order signal 
until he has obtained the signatures of the conductor and engine- 
man to the order. 

220. Train orders once in effect continue so until fulfilled, 
superseded or annulled. Any part of an order specifying a par¬ 
ticular movement may be either superseded or annulled. 

Orders held by or issued for or any part of an order relating to 
a regular train become void when such train loses both right and 
schedule as prescribed by Rules 4 and 82, or is annulled. 

221 (A). A fixed signal must be used at each train-order office, 
which shall indicate “stop” when there is an operator on duty, 
except when changed to “proceed” to allow a train to pass after 
getting train orders, or for which there are no orders. A train 
must not pass the signal while “stop” is indicated. The signal 
must be returned to “stop” as soon as a train has passed. It 
must be fastened at “proceed” only when no operator is on duty. 

Operators must have the proper appliances for hand signaling 
ready for immediate use if the fixed signal should fail to work 
properly. If a signal is not displayed at a night office, trains 
which have not been notified must stop and ascertain the cause. 

and report the facts to the - from the next open telegraph 

office. 

Where the semaphore is used the arm indicates “stop” when 
horizontal and “proceed” when in an inclined position. 

221 (B). A fixed signal must be used at each train-order office, 
which shall indicate “stop” when trains are to be stopped for 
train orders. When there are no orders the signal must indicate 
“proceed.” 

♦ _ 

Note to Rule 221 (A).—The conditions which affect trains at sta¬ 
tions vary so much that it is recommended each road adopt such regula¬ 
tions supplementary to this rule as may best suit its own requirements. 

Note to Rules 221 (A) and 221 (B).—The Committee has recommended 
two forms of Rule 221, leaving it discretionary to adopt one or both of 
these forms according to the circumstances of the traffic. 





175 


Train Rules. 

When an operator receives the signal “31,” or “19,” followed by 
the direction, he must immediately display the “stop signal” for 
the direction indicated and then reply “stop displayed,” adding 
the direction; and until the orders have been delivered or annulled 
the signal must not be restored to “proceed.” While “stop” is 
indicated trains must not proceed without a clearance card 
(Form - (A) ). 

Operators must have the proper appliances for hand signaling 
ready for immediate use if the fixed signal should fail to work 
properly. If a signal is not displayed at a night office, trains 
which have not been notified must stop and ascertain the cause, 

and report the facts to the -- from the next open telegraph 

office. 

Where the semaphore is used, the arm indicates “stop” when 
horizontal and “proceed” when in an inclined position. 

222. Operators will promptly record and report to the - 

the time of departure of all trains and the direction of extra 
trains. They will record the time of arrival of trains and report 
it when so directed. 

223. The following signs and abbreviations may be used: 

Initials for signature of the-. 

Such office and other signals as are arranged by the-. 

C & E—for Conductor and Engineman. 

X—Train will be held until order is made “complete.” 

Com—For Complete. 

O S—Train Report. 

No—for Number. 

Eng—for Engine. 

Sec—for Section. 

Psgr—for Passenger. 

Frt—for Freight. 

Mins—for Minutes. 

Jet—for Junction. 

Dispr—for Train Dispatcher. 

Opr—for Operator. 

81 or ip—to clear the line for Train Orders, and for Oper¬ 
ators to ask for Train Orders. 

S D—for “Stop Displayed.” 

The usual abbreviations for the names of the months and 
stations. 

General Note.— Blanks in the rules may be filled by each road to suit 
its own organization or requirements. 











176 


Train Rules. 


SINGLE TRACK. 


FORMS OF TRAIN ORDERS. 


FORM A. FIXING, MEETING POINTS FOR 
OPPOSING TRAINS. 

(1.) - meet - at -. 

(2.) - meet - at - -at-(and so on) 

EXAMPLES. 

(i.) No 1 meet No 2 at “B.” 

No 8 meet 2d No 4 at “B.” 

No 5 meet Extra 95 east at “B.” 


Extra 652 north meet Extra 281 south at “B.” 


( 2 .) No 2 and 2d No 4 meet Nos 1 and 8 at “C” and Extra 
95 west at “D.” 

No 1 meet No 2 at “2?” 2d No 4 at “C” and Extra 95 east at “D.” 

Trains receiving these orders will run with respect to each 
other to the designated points and there meet in the manner pro¬ 
vided by the Rules. 

FORM B. DIRECTING A TRAIN TO PASS OR RUN 
AHEAD OF ANOTHER TRAIN. 

(1.) - pass - at -. 

(2.) - pass - when overtaken. 

(3.) - run ahead of-to -. 

(4.) - run ahead of-until overtaken. 

(5.) - pass - at - and run ahead of- 

-to-. 

EXAMPLES. 

(1.) No 1 pass No 8 at “A.” 

(2.) No 6 pass No 4 when overtaken. 

(3.) Extra 594 east run ahead of No 6 “ M” to “R ” 

( 4 •) Extra 95 west run ahead of No 8 “2?” until overtaken. 

(5.) No. 1 pass No 8 at “K” and run ahead of No 7 “ M ” to “Z.” 

When under (1) a train is to pass another both trains will run 
according to rule to the designated point and there arrange for 
the rear train to pass promptly. 


































177 


Train Rules. 

Under (2), both trains will run according to rule until the 
second-named train is overtaken and then arrange for the rear 
train to pass promptly. 

Under (3), the second-named train must not exceed the speed of 
the first-named train between the points designated. 

Under (4), the first-named train will run ahead of the second- 
named train from the designated station until overtaken, and then 
arrange for the rear train to pass promptly. 

When an inferior train receives an order to pass a superior 
train, right is conferred to run ahead of the train passed from the 
designated point. 

FORM C. GIVING RIGHT TO A TRAIN OVER AN 

OPPOSING TRAIN. 

- has right over-to -. 

EXAMPLES. 

(7.) No 1 has right over No 2 “G” to “X.” 

( 2 .) Extra 37 east has right over No 3 “ F ” to “A.” 

This order gives right to the train first named over the other 
train between the points named. 

If the trains meet at either of the designated points, the first- 
named train must take the siding, unless the order otherwise pre¬ 
scribes. 

Under (1), if the second-named train reach the point last named 
before the other arrives, it may proceed, keeping clear of the 
opposing train as many minutes as such train was before required 
to clear it under the Rules. 

Under (2), the regular train must not go beyond the point last 
named until the extra train has arrived, unless directed by train 
order to do so. 

FORM D. GIVING REGULAR TRAINS THE RIGHT OVER A 

GIVEN TRAIN. 

Omitted. (Not used.) 

FORM E. TIME ORDERS. 

(1.) - run - late - to- 

(2.) - run - late - to - and - late 

-to-etc. 

(3.) - wait at-until - for -- 

(4.) - wait at -until -. 

-- until -. 

- until -. 




























178 


Train Rules. 


EXAMPLES. 

( 1 .) No 1 run 20 mins late “A” to “G.” 

(2.) No 1 run 20 mins late “A” to “G” and 15 mins late “G” to 

“K” etc. 

( 3 .) No 1 wait at “H” until 10 00 a m for No 2 • 

(4.) Nos 1 and 3 wait at “iV” until 10 00 a m 

“ft” until tO SO a m 
“ft” until tO 55 a m etc. 

11) and (2) make the schedule time of the train named, between , 
the stations mentioned, as much later as stated in the order, and 
any other train receiving the order is required to run with respect 
to this later time, as before required to run with respect to the 
regular schedule time. The time in the order should be such as 
can be easily added to the schedule time. 

Under (3), the train first named must not pass the designated 
point before the time given, unless the other train has arrived- 
The train last named is required to run with respect to the time 
specified, at the designated point or any intermediate station 
where schedule time is earlier than the time specified in the 
order, as before required to run with respect to the schedule time 
of the train first named. 

Under (4), the train (or trains) named must not pass the des¬ 
ignated points before the times given. 

Other trains receiving the order are required to run with re¬ 
spect to the time specified at the designated points or any inter¬ 
mediate station where schedule time is earlier than the time speci¬ 
fied in the order as before required to run with respect to the 
schedule time of the train (or trains) named. 

All of these examples may be used in connection with an extra 
train created by example (3) of Form G and the times at each 
point stated in that example have the same meaning as schedule 
times in the foregoing examples. 


FORM F. FOR SECTIONS. 


(1.) - display signals and run as-to 

(2.) - run as-to-. 

13.) - display signals - to-for_ 

(6.) - is withdrawn as- at -. 

(7.) - instead of-display signals and run as 

- to — : -. 


( 8 .) 

( 9 .) 


and 


to 


take down signals at -. 

and - reverse positions as 





























179 


Train Rules. 


EXAMPLES. 

(i.) Eng 20 display signals and run as 1st No 1 “A” to “ Z .” 

(2.) Eng 25 run as 2d No 1 “A” to “Z.” 

( 3 .) No 1 display signals “A” fo “G” for 65. 

No 1 display signals “B” to “E” for Eng 99. 

These examples may be modified as follows: 

(5.) Engs 20 25 and 99 run as 1st 2d and 3d No 1 “A” to “Z ” 

Example (1) is to be used when the number of the engine for 
which signals are displayed is unknown and is to be followed by 
example (2), both being single order examples. 

Under examples (2) and (3) the engine named will not display 
signals. 

Under example (4) the engine last named will not display 
signals. 

For changing sections: 

To add an intermediate section the following modification of 
example (1) will be used: 

(5.) Eng 85 display signals and run as 2d No 1 “N” to “Z.” 
Following sections change numbers accordingly. 

Under (5) Engine 85 will display signals and run as directed 
and following sections will take the next higher number. 

To drop an intermediate section the following example will be 
used: 

(6.) Eng 85 is withdrawn as 2d No 1 at “77.” Following sec¬ 
tions change numbers accordingly. 

Under (6) Engine 85 will drop out at “H” and following sec¬ 
tions will take the next lower number. 

To substitute one engine for another on a section, the following 
will be used: 

(7.) Eng 18 instead of Eng 85 display signals and run as 2d 
No 1 “R” to “ zr 

Under (7) Engine 85 will drop out at “R” and Engine 18 will 
run as directed. 

f 

If Engine 85 is last section the words “display signals and” 
will be omitted. Following sections need not be addressed. 

To discontinue the display of signals the following example 
will be used: 

(8.) 2d No 1 take down signals at “D.” 

Under example (8) 2d No. 1 will take down signals as directed 
and a following section must not proceed beyond the point named. 

To pass one section by another, the following will be used: 

(5.) Engs 99 and 25 reverse positions as 2d and 3d No 1 “H” 
to “Z.” 


ISO 


Train Rules. 

Under (9) Engine 99 will run ahead of Engine 25 “H” to “Z,” 
and, if necessary, both engines will arrange signals accordingly. 
Following sections, if any, need not be addressed. 

The character of a train for which signals are displayed may be 
stated. Each section affected by the order must have copies, and 
must arrange signals accordingly. 

To annul a section for which signals have been displayed over 
a division or any part thereof, when no train is to follow the sig¬ 
nals, Form K must be used. 

FORM G. EXTRA TRAINS. 

(1.) Eng- run extra - to -. 

(2.) Eng - run extra - to - and return to 


EXAMPLES. 

( 1 .) Eng 91) run extra “A” to “F.” 

(2.) Eng 99 run extra "A" to “F” and return to “ G .” 

Under (2) the extra must go to “F” before returning to “C.” 

(3.) Eng- run extra leaving- on - as follows 

with right over all trains: 

Leave -. 

44 _ 

Arrive -. 


EXAMPLE. 

(3.) Eng 77 run extra leaving “A” on Thursday Feb 17th as 
folloics with right over all trains : 

Leave “A” 11 30 p m 
“ “0” 12 25 a m 

“ “E” 1 h7 a m 

Arrive “F” 2 22 am 

This order may be varied by specifying the kind of extra and 
the particular trains over which the extra shall or shall not have 
right. Trains over which the extra is thus given right must clear 
the time of the extra- minutes. 

FORM H. WORK EXTRA. 

(!•) - works - until - between _ and 


EXAMPLES. 

(i.) Eng 292 works 7 a m to 6 p m between “D” and “ET 
Under (1), the work extra must, whether standing or moving, 
protect itself against extras within the working limits in both 
directions as prescribed by rule. The time of regular trains must 
be cleared. 





















181 


Train Rules. 

This may be modified by adding: 

(2.) Not protecting against (eastward) extras. 

(3.) Not protecting against extras. 

Under (2), the work extra will protect only against (westward) 
extras. The time of regular trains must be cleared. 

Under (3), protection against extras is not required. The time 
of regular trains must be cleared. 

When a work extra has been instructed by order to not protect 
against extra trains, and, afterward, it is desired to have it clear 
the track for (or protect itself after a certain hour against) a 
designated extra, an order may be given in the following form: 

(//.) Work Extra 292 clears (or protects against) Extra 76 
east between “D” and “E” after 210 pm. 

Under (4), extra 76 east must not enter the working limits 
before 2.10 p. m., and will then run expecting to find the work 
extra clear of the main track (or protecting itself) as the order 
may require. 

To enable a work extra to work upon the time of a regular 
train, the following form will be used: 

(5.) Work Extra 292 protects against No 55 (or - class 

trains) between “D” and “E.” 

Under (5), the work extra may work upon the time of the 
train or trains mentioned in the order, and must protect itself 
against such train or trains, as prescribed by Rule 99. The regu¬ 
lar train or trains receiving the order will run expecting to find 
the work extra protecting itself. 

When a work extra is to be given exclusive right over all trains 
the following form will be used: 

(6.) Work Extra 292 has right over all trains between “ D ” and 
“ E ” 7 p m to 12 night. 

This gives the work extra the exclusive right between the 
points designated between the times named. 

Work extras must give way to all trains as promptly as prac¬ 
ticable. 

Whenever extra trains are run over working limits, they must 
be given a copy of the order sent to the work extra. Should the 
working order instruct a work extra to not protect against extra 
trains in one or both directions, extra trains must protect, as 
prescribed by Rule 99, against the work extra; if the order indi¬ 
cate that the work extra is protecting itself against other trains, 
they will run expecting to find the work extra protecting itself. 

The working limits should be as short as practicable; to be 
changed as the progress of the work may require. 



182 


Hold 


FORM J. HOLDING ORDER. 


Train Rules. 


EXAMPLES. 

Hold No 2. 

Hold all (or - ward) trains. 

When a train has been so held it must not proceed until the 
order to hold is annulled, or an order given to the operator in 
the form: 

“- may go.” 

These orders will be addressed to the operator and acknowl¬ 
edged in the usual manner, and will be delivered to conductors 
and enginemen of all trains affected. 

Form J will only be used when necessary to hold trains until 
orders can be given, or in case of emergency. 


FORM K. ANNULLING A SCHEDULE OR A SECTION. 

- of - is annulled - to- 

EXAMPLES. 

No 1 of Feb 29th is annulled “A” to “ Z .” 

2d No 5 of Feb 29th is annulled “E” to “G.” 

The schedule or section annulled becomes void between the 
points named and cannot be restored. 

FORM L. ANNULLING AN ORDER. 

Order No - is annulled. 

EXAMPLE. 

Order No 10 is annulled. 

If an order which is to be annulled has not been delivered to 
a train the annulling order will be addressed to the operator, 
who will destroy all copies of the order annulled but his own, 
and write on that: 

Annulled by Order No -. 

An order which has been annulled must not be re-issued under 
its original number. 


FORM M. ANNULLING PART OF AN ORDER. 

That part of Order No - reading- is annulled. 

EXAMPLE. 

That part of Order No 10 reading No 1 meet No 2 at “S” is 
annulled. 













183 


Train Rules. 

FORM P. SUPERSEDING AN ORDER OR A PART 

OF AN ORDER. 

This order will be given by adding to prescribed forms, the 
words “instead of - 

(1.) - meet - at - instead of -. 

(2.) - has right over - - to - instead of 

■ 1 • 

(3.) - display signals for-to - instead 


EXAMPLES. 

( 1 .) No 1 meet No 2 at “C” instead of “B” 

(2.) No 1 has right over No 2 “G” to “R” instead of “X ” 

(3.) No 1 display signals for Eng 85 “A” 1o “Z” instead of “G.” 
An order which has been superseded must not be re-issued 
under its original number. 

















184 


Train Rules. 


TRAIN RULES FOR DOUBLE TRACK. 

Adopted April 25, 1906. 

Note.— In the Code of Train Rules for Double Track, those marked 
"£>," such as Rule £>-5, Rule £>-17, etc., either differ in language from 
the corresponding rules (Rule 5, Rule 17, etc.) of the Rules for Single 
Track; or are rules used only for Double Track, as Rule £>-151, etc. 
Rules having simple numbers, such as Rule 1, Rule 2, etc., are the same 
in both the Single and Double Track Codes. 


STANDARD TIME. 

1. Standard Time obtained from - observatory will be 

telegraphed to all points from designated offices at -, -m. 

daily. 

2. Watches that have been examined and certified to by a des¬ 
ignated inspector must be used by conductors, enginemen and 

-.* * The certificate in prescribed form must be renewed and 

filed with-every-. 

(Form of Certificate.) 

CERTIFICATE OF WATCH INSPECTOR. 


This is to certify that on.19- 

the watch of . 

employed as . 

on the .It. 


was examined by me. It is correct and reliable, and in my judg¬ 
ment will, with proper care, run within a variation of thirty 
seconds per week. 

Name of Maker. 

Brand. 

Number of Movement. 

Open or hunting case. 

Metal of case.'.. 

Stem or key winding. 

Signed, 


Inspector. 

Address . 

Note to Rule 1.—In order to detect possible errors at junctlou points 
and to secure uniformity, the Committee recommends that the time be 
disseminated to all points at the same hour. The Committee considers 
It of great importance that the time be obtained from some observatory 
of recognized standing. 

* The Committee recommends that in filling the blank each company 
add such other classes of employes as it may desire. 























185 


Train Rules. 

3. Watches of conductors, enginemen and-* must be com¬ 

pared, before starting on each trip, with a clock designated as a 
Standaid Clock. The time when watches are compared must be 
registered on a prescribed form. 

TIME-TABLES. 

4. Each Time-table, from the moment it takes effect, supersedes 
the preceding Time-table, and its schedules take effect on any 
division (or sub-division) at the leaving time at their initial sta¬ 
tions on such division (or sub-division). But when a schedule of 
the preceding Time-table corresponds in number, class, day of 
leaving, direction, and initial and terminal stations with a sched¬ 
ule of the new Time-table, a train authorized by the preceding 
Time-table will retain its train orders and assume the schedule 
of the corresponding number of the new Time-table. 

Schedules on each division (or sub-division) date from their 
initial stations on such division (or sub-division). 

Not more than one schedule of the same number and day shall 
be in effect on any division (or sub-division). 

D- 5. Not more than two times are given for a train at any sta¬ 
tion ; where one is given, it is, unless otherwise indicated, the leav¬ 
ing time; where two, they are the arriving and the leaving time. 

Unless otherwise indicated, the time applies to the switch where 
an inferior train enters the siding; where there is no siding it 
applies to the place from which fixed signals are operated; where 
there is neither siding nor fixed signal, it applies to the place 
where traffic is received or discharged. 

Schedule passing stations are indicated by figures in full-faced 
type. 

Both the arriving and leaving time of a train are in full-faced 
type when both are passing times, or when one or more trains are 
to pass it between those times. 

When trains are to be passed at a siding extending between 
two adjoining stations, the time at each end of the siding will 
be shown in full-faced type. 

When there are one or more trains to pass a train between two 
times, attention is called to it by-. 

* The Committee recommends that in filling the blank each company 
add such other classes of employes as it may desire. 

Note to Rule 3.— The conditions under which conductors and engine- 
men whose duties preclude access to a standard clock are required to 
obtain standard time, vary so much on different roads that the Com¬ 
mittee recommends that each adopt such regulations, to cover the case 
supplementary to this rule, as may best suit its own requirements. 

Note to Rule D-5 .~The Committee recommends that each company 
adopt such method as it may prefer in filling the blank. 






186 


Train Rules. 

6. The following signs when placed before the figures of the 
schedule indicate: 

“s”—regular stop ; 

“f“—flag stop to receive or discharge passengers or freight; 

“fl”—stop for meals; 

“L”—leave; 

“A”—arrive. 

SIGNAL RULES. 

7. Employes whose duties may require them to give signals, 
must provide themselves with the proper appliances, keej) them 
in good order and ready for immediate use. 

8. Flags of the prescribed color must be used by day, and lamps 
of the prescribed color by night. 

9. Night signals are to be displayed from sunset to sunrise. 
When weather or other conditons obscure day signals, night sig¬ 
nals must be used in addition. 


VISIBLE SIGNALS. 

10. COLOR SIGNALS. 


Color. 

Indication. 

(a) Red. 

Stop. 

(&) -■ 

Proceed, and for other uses prescribed by 


the Rules. 

(c) - 

Proceed with caution, and for other uses 


prescribed by the Rules. 

(d) Green and 

Flag stop. See Rule 28. 

White 


(e) Blue 

See Rule 26. 


11. A fusee on or near the track burning red must not be passed 
until burned out. When burning green it is a caution signal. 


12. HAND, FLAG AND LAMP SIGNALS. 


Manner of Using. 


Indication. 


(a) Swung across the track.* * 

(&) Raised and lowered vertically.! 

(c) Swung vertically in a circle at half 

arm’s length across the track, wheu 
the train is standing.^ 

( d ) Swung vertically in a circle at arm’s 

length across the track, when the 
train is running.§ 

(e) Swung horizontally above the head when 

the train is standing.^ 

( f ) Held at arm’s length above the head, 

when the train is standing. 0 


Stop. 

Proceed. 

J- Back. 

j-Train has parted. 

J Apply air brakes, 
j- Release air brakes. 


Note to Rule 10.—The Committee has omitted giving the colors of 
signals ( b ) and (c) In Rule 10, leaving it discretionary with each road 
to use such colors as it may prefer. 


* Illustrated by diagram on page 216. § Illustrated by diagram on page 217. 

f Illustrated by diagram on page 216. If Illustrated by diagram on page 218. 

$ Illustrated by diagram on page 217. 0 Illustrated by diagram on page 218. 














187 


Train Rules. 

lo. Any object waved violently by any one on or near the track 
is a signal to stop. 


AUDIBLE SIGNALS. 

D ‘ 14 - ENGINE WHISTLE SIGNALS. 

„ N « T E--Tlie signals prescribed are illustrated by “o” for short sounds; 

01 l° u ser sounds. The sound of the whistle should be distinct, 
with intensity and duration proportionate to the distance signal is to be 
conveyed. 


Sound. 


(«) o 

( 6 )- 

(c) — 0 0 0 

W - 

(e) —- 

if) - 


( 0 ) oo 
( li) ooo 


O') 00 00 
(7c) —oo 


(l) --oo 

(m) - 


Indication. 


Stop. Apply brakes. 

Release brakes. 

Flagman go back and protect rear of train. 

Flagman return from west or south. 

Flagman return from east or north. 

When running, train parted; to be repeated 
until answered by the signal prescribed by 
Rule 12 (d).* Answer to 12 (cl).* 

Answer to any signal not otherwise provided 
for. 

When train is standing, back. Answer to 
12 (c)f and 16 (c). When train is run¬ 
ning, answer to 16 (cl). 

Call for signals. 

To call the attention of yard engines or of 
trains moving in the same direction to sig¬ 
nals displayed for a following section. 

Approaching public crossings at grade. 

Approaching stations, junctions and railroad 
crossings at grade. 


A succession of short sounds of the whistle is an alarm for 

4 

persons or cattle on the track. 


15. The explosion of one torpedo is a signal to stop; the explo¬ 
sion of two not more than 200 feet apart is a signal to reduce 
speed, and look out for a stop signal. 


16. 


COMMUNICATING SIGNALS. 


Sound. 


Indication. 


(a) Two. 

(b) Two. 

(c) Three 
(cl) Three. 

(e) Four. 

(f) Four. 

(g) Five. 

(h) Five. 


When train is standing, start. 

When train is running, stop at once. 

When train is standing, back the train. 
When train is running, stop at next station. 
When train is standing, apply or release air 
brakes. 

When train is running, reduce speed. 

When train is standing, call in flagman. 
When train is running, increase speed. 


* See diagram, page 217. 
t See diagram, page 217. 
























188 


Train Rules. 


TRAIN SIGNALS. 

D-17. The head-light will be displayed to the front of every 
train by night, but must be concealed when a train is standing 
to meet trains at the end of double track or at junctions. 

18. Yard engines will display the head-light to the front and 
rear by night. When not provided with a head-light at the rear, 
two white lights must be displayed. Yard engines will not dis¬ 
play markers. 

D- 19. The following signals will be displayed, one on each side 
of the rear of every train, as markers, to indicate the rear of the 
train: By day, green flags: By night, green lights to the front 
and side and red lights to the rear, except when the train is 
clear of the main track, when green lights must be displayed to 
the front, side and rear, and except when a train is turned out 
against the current of traffic, when green lights must be displayed 
to the front and side, and to the rear, a green light toward the 
inside and a red light to the opposite side.* * * § 

20. All sections except the last will display two green flags, and 
in addition, two green lights by night, in the places provided for 
that purpose on the front of the engine.f 

21. Extra trains will display two white flags and, in addition, 
two white lights by night, in the places provided for that purpose 
on the front of the engine.j: 

22. When two or more engines are coupled, the leading engine 
only shall display the signals as prescribed by Rules 20 and 21. 

23. One flag or light displayed where in Rules 19, 20 and 21 
two are prescribed will indicate the same as two; but the proper 
display of all train signals is required. 

24. When cars are pushed by an engine (except when shifting 
or making up trains in yards) a white light must be displayed ou 
the front of the leading car by night.§ 

25. Each car on a passenger train must be connected with the 
engine by a communicating signal appliance. 

26. A blue flag by day and a blue light by night, displayed at 
one or both ends of an engine, car or train, indicates that work 
men are under or about it; when thus protected it must not be 
coupled to or moved. Workmen will display the blue signals and 
the same workmen are alone authorized to remove them. Other 
cars must not be placed on the same track so as to intercept the 
view of the blue signals, without first notifying the workmen. 

* Illustrated by diagrams on pages 221, 223. 224, 225, 220, 22!). 

t Illustrated by diagrams on pages 222, 223. 

t Illustrated by diagrams on pages 220, 221. 

§ Illustrated by diagrams on page 22S. 






189 


Train Rules. 


USE OF SIGNALS. 

27. A signal imperfectly displayed, or the absence of a signal at 

a place where a signal is usually shown, must be regarded as a 
stop signal, and the fact reported to the-. 

28. A combined green and white signal is to be used to stop 
a train only at the flag stations indicated on its schedule. When 
it is necessary to stop a train at a point that is not a flag station 
on its schedule, a red signal must be used. 

29. When a signal (except a fixed signal) is given to stop a 
train, it must, unless otherwise provided, be acknowledged as pre¬ 
scribed by Rule 14 ( g ) or (/t). 

30. The engine-bell must be rung when an engine is about to 
move. 

31. The engine-bell must be rung on approaching every public 
road crossing at grade, and until it is passed; and the whistle 
must be sounded at all whistling-posts. 

32. The unnecessary use of either the whistle or the bell is pro¬ 
hibited. They will be used only as prescribed by rule or law, or 
to prevent accident. 

33. Watchmen stationed at public road and street crossings 
must use red signals only when necessary to stop trains. 


SUPERIORITY OF TRAINS. 

D- 71. A train is superior to another train by right or class. 
Right is conferred by train order; class by time-table. 

Right is superior to class. 

D- 72. Trains of the first class are superior to those of the sec¬ 
ond; trains of the second class are superior to those of the third; 
and so on. 

73. Extra trains are inferior to regular trains. 


MOVEMENT OF TRAINS. 

82. Time-table schedules, unless fulfilled, are in effect for twelve 
hours after their time at each station. 

Regular trains twelve hours behind either their schedule arriv¬ 
ing or leaving time at any station lose both right and schedule, 
and can thereafter proceed only as authorized by train order. 

D-83. A train must not leave its initial station on any division 
(or sub-division), or a junction, until it has been ascertained 
whether all superior trains due have left. 

84. A train must not start until the proper signal is given. 



190 


Train Rules. 

D- 85. When a train of one schedule is on the time of another 
schedule of the same class it will proceed on its own schedule. 

Trains of one schedule may pass trains of another schedule of 
the same class. 

A section may pass and run ahead of another section of the 
same schedule, first exchanging orders, signals and numbers with 
the section to be passed. Extras may pass and run ahead of 
extras. 

D-8G. An inferior train must clear the time of a superior train 
not less than five minutes; but must be clear at the time a first 
class train in the same direction is due to leave the next statiou 
in the rear where time is shown. 

Extra trains must clear the time of regular trains - 

minutes unless otherwise provided. 

87. Omitted. (Not applicable to Double Track.) 

88. Omitted. (Not applicable to Double Track.) 

89. Omitted. (Not applicable to Double Track.) 

90. Omitted. (Not applicable to Double Track.) 

D-91. Unless some form of block signals is used, trains must 
keep at least five minutes apart, except in closing up at stations. 

92. A train must not arrive at a station in advance of its 
schedule arriving time. 

A train must not leave a station in advance of its schedule 
leaving time. 

.D-93. Within yard limits the main tracks may be used, pro¬ 
tecting against-class trains. 

-class and extra trains must move within yard limits 

prepared to stop unless the main track is seen or known to be 
clear. 

D-94. A train which overtakes a superior train, so disabled that 
it cannot proceed will pass it, if practicable, and if necessary will 
assume the schedule and take the train orders of the disabled 
train, proceed to the next open telegraph office, and there report 

to the -. The disabled train will assume the schedule and 

take the train orders of the last train with which it has exchanged 
and will, when able, proceed to and report from the next open tele¬ 
graph office. 

Z>-95. Two or more sections may be run on the same schedule. 

Each section has equal time-table authority. 

Note to Rule £>-91.—The Committee recommends, that where greater 
clearance is necessary, Rule £>-91 should allow a clearance of TEN 
minutes or more. 







191 


Train Rules. 

A train must not display signals for a following section, except 
as prescribed by Rule D- 85, without orders from the -. 

9G. Omitted. (Not applicable to Double Track.) 

D-9t. Extra trains must not be run without orders from the 

Work extras must move with the current of traffic unless other¬ 
wise directed. 

98. Trains must approach the end of double track, junctions, 
railroad crossings at grade, and drawbridges, prepared to stop, 
unless the switches and signals are right and the track is clear. 
Where required by law, trains must stop. 

99. When a train stops or is delayed, under circumstances in 
which it may be overtaken by another train, the flagman must 
go back immediately with stop signals a sufficient distance to 
insure full protection. When recalled he may return to his train, 
first placing two torpedoes on the rail when the conditions 
require it. 

The front of a train must be protected in the same way, when 
necessary, by the -. 

100. When the flagman goes back to protect the rear of the 

train, the - must, in the case of passenger trains, and the 

next brakeman in the case of other trains, take his place on the 
train. 

D-101. If a train should part while in motion, trainmen must, 
if possible, prevent damage to the detached portions. The signals 
prescribed by Rules 12 (d) and 14 ( f) must be given. 

The detached portion must not be moved or passed until the 
front portion comes back. 

The engineman and trainmen of the front portion must give 
the train-parted signal to trains running on the opposite track. 
A train receiving this signal or being otherwise notified that a 
train on the opposite track has parted, must immediately reduce 
speed and proceed with caution until the separated train is passed. 

When a train is disabled so it may obstruct the opposite track, 
trains on that track must be stopped. 

102. When cars are pushed by an engine (except when shifting 
and making up trains in yards) a flagman must take a conspicuous 
position on the front of the leading car. 

103. Messages or orders respecting the movement of trains or 
the condition of track or bridges must be in writing. 

104. Switches must be left in proper position after having been 
used. Conductors are responsible for the position of the switches 






192 


Train Rules. 

used by them and their trainmen, except where switchtenders are 
stationed. 

A switch must not be left open for a following train unless in 
charge of a trainman of such train. 

105. Both conductors and enginemen are responsible for the 
safety of their trains and, under conditions not provided for by 
the rules, must take every precaution for their protection. 

106. In all cases of doubt or uncertainty the safe course must 
be taken and no risks run. 

D-151. Trains must keep to the -, unless otherwise pro¬ 

vided. 

D-152. When a train crosses over to, or obstructs the other 
track, unless otherwise provided it must first be protected as 
prescribed by Rule 99 in both directions on that track. 

ZM53. Trains must use caution in passiug a train receiving or 
discharging passengers at a station, and must not pass between 
it and the platform at which the passengers are being received 
or discharged. 



193 


Train Rules. 


DOUBLE TRACK. 

RULES FOR MOVEMENT BY TRAIN ORDERS. 

201. For movements not provided for by time-table, train orders 

will be issued by authority and over the signature of the -. 

They must contain neither information nor instructions not essen¬ 
tial to such movements. 

They must be brief and clear; in the prescribed forms when 
applicable; and without erasure, alteration or interlineation. 

202. Each train order must be given in the same words to all 
persons or trains addressed. 

203. Train orders will be numbered consecutively each day, be¬ 
ginning with No. — at midnight. 

204. Train orders must be addressed to those who are to execute 
them, naming the place at which each is to receive his copy. Those 
for a train must be addressed to the conductor and engineman, 
and also to any one who acts as its pilot. A copy for each person 
addressed must be supplied by the operator. 

Orders addressed to operators restricting the movement of trains 
must be respected by conductors and enginemen the same as if 
addressed to them. 

205. Each train order must be written in full in a book pro¬ 
vided for the purpose at the office of the-; and with it re¬ 

corded the names of those who have signed for the order; the time 
and the signals which show when and from what offices the order 
was repeated and the responses transmitted; and the train dis¬ 
patcher’s initials. These records must be made at once, and never 
from memory or memoranda. 

206. Regular trains will be designated in train orders by their 
numbers, as “No. 10,” or “2d No 10,” adding engine numbers if 
desired. Extra trains will be designated by engine numbers, and 
the direction as “Extra 798, ‘East’ or ‘West.’” Other numbers 
and time will be stated in figures only. 

207. To transmit a train order, the signal “31” or the signal 
“19” followed by the direction must be given to each office ad¬ 
dressed, the number of copies being stated, if more or less than 
thn >e—thus, “31 west copy 5,” or “19 east copy 2.” 

Noth to Rule 207.—Where forms “31” and “19” are not both in use 
the signal may be omitted. 








194 


Train Rules. 

D- 208. A train order to be sent to two or more offices must be 
transmitted simultaneously to as many of them as practicable. 
The several addresses must be in the order of superiority of 
trains, each office taking its proper address. When not sent simul¬ 
taneously to all, the order must be sent first to the superior train. 

209. Operators receiving train orders must write them in mani¬ 
fold during transmission and if they cannot at one writing make 
the requisite number of copies, must trace others from one of the 
copies first made. 

210. When a “31” train order has been transmitted, operators 
must (unless otherwise directed) repeat it at once from the mani¬ 
fold copy in the succession in which the several offices have been 
addressed, and then write the time of repetition on the order. 
Each operator receiving the order should observe whether the 
others repeat correctly. 

Those to whom the order is addressed, except enginemen, must 
then sign it, and the operator will send their signatures preceded 
by the number of the order to the -. The response “com¬ 
plete,” and the time, with the initials of the-, will then be 

given by the train dispatcher. Each operator receiving this re¬ 
sponse will then write on each copy the word “complete,” the 
time, and his last name in full, and then deliver a copy to each 
person addressed, except enginemen. The copy for each engine- 
man must be delivered to him personally by-. 

211. When a “19” train order has been transmitted, operators 
must (unless otherwise directed) repeat it at once from the mani¬ 
fold copy, in the succession in which the several offices have been 
addressed. Each operator receiving the order should observe 
whether the others repeat correctly. When the order has been 
repeated correctly by an operator, the response “complete,” and 

the time, with the initials of the-, will be given by the train 

dispatcher. The operator receiving this response will then write 
on each copy the word “complete,” the time, and his last name in 
full, and personally deliver a copy to each person addressed with 
out taking his signature. But when delivery to engineman will 
take the operator from the immediate vicinity of his office, the 
engineman’s copy will be delivered by -. 

When a “19” train order restricting the superiority of a train is 
issued for it at the point where such superiority is restricted, the 
train must be brought to a stop before delivery of the order. 

Note to Rule 209.—If the typewriter is used for copying train orders 
when additional copies are made, the order must be repeated from such 
copies, to the train dispatcher and “complete” given in the usual manner. 

Note to Rule 210.—The blanks in the above rule may be filled by each 
road to suit Its own requirements. On roads where the signature of the 
engineman is desired, the words “except enginemen,” and the last sen¬ 
tence in the second paragraph may be omitted. If preferred, each persou 
receiving an order may be required to read it aloud to the operator. 










195 


Train Rules. 

212. A train order may, when so directed by the train dispatcher, 
be acknowledged without repeating, by the operator responding: 

“X ; (Number of Train Order) to_ (Train Number) with tllC Oper¬ 

ator’s initials and office signal. The operator must then write on 
the order his initials and the time. 

213. “Complete” must not be given to a train order for delivery 
to an inferior train until the order has been repeated or the “X” 
response sent by the operator who receives the order for the supe¬ 
rior train. 

214. When a train order has been repeated or “X” response sent, 
and before “complete” has been given, the order must be treated 
as a holding order for the train addressed, but must not be other¬ 
wise acted on until “complete” has been given. 

If the line fail before an office has repeated an order or has seut 
the “X” response, the order at that office is of no effect and must 
be there treated as if it had not been sent. 

215. The operator who receives and delivers a train order must 
preserve the lowest copy. 

216. For train orders delivered by the train dispatcher the re¬ 
quirements as to the record and delivery are the same as at other 
offices. 

217. A train order to be delivered to a train at a point not a 
telegraph station, or at one at which the telegraph office is closed, 
must be addressed to 

“C. and E. - (at -), care of -,” 

and forwarded and delivered by the conductor or other person in 
whose care it is addressed. When form 31 is used “complete” 
will be given upon the signature of the person by whom the order 
is to be delivered, who must be supplied with copies for the con¬ 
ductor and engineman addressed, and a copy upon which he shall 
take their signatures. This copy he must deliver to the first oper¬ 
ator accessible, who must preserve it, and at once transmit the 
signatures of the conductor and engineman to the train dispatcher. 

Orders so delivered must be acted on as if “complete” had been 
given in the usual way. 

For orders which are sent, in the manner herein provided, to a 
train, the superiority of which is thereby restricted, “complete” 
must not be given to an inferior train until the signatures of the 
conductor and engineman of the superior train have been sent 
to the-. 

218. When a train is named in a train order by its schedule 
number alone, all sections of that schedule are included, and each 
must have copies delivered to it. 








196 


Train Rules. 

219. Unless otherwise directed, an operator must not repeat or 
give the “X” response to a train order for a train which has been 
cleared or of which the engine has passed his train-order signal, 
until he has obtained the signatures of the conductor and engine- 
man to the order. 

220. Train orders once in effect continue so until fulfilled, super¬ 
seded or annulled. Any part of an order specifying a particular 
movement may be either superseded or annulled. 

Orders held by or issued for or any part of an order relating to 
a regular train become void when such train loses both right and 
schedule as prescribed by Rules 4 and 82, or is annulled. 

221 (A). A fixed signal must be used at each train-order office, 
which shall indicate “stop” when there is an operator on duty, 
except when changed to “proceed” to allow a train to pass after 
getting train orders, or for which there are no orders. A train 
must not pass the signal while “stop” is indicated. The signal 
must be returned to “stop” as soon as a train has passed. It 
must be fastened at “proceed” only when no operator is on duty. 

Operators must have the proper appliances for hand signaling 
ready for immediate use if the fixed signal should fail to work 
properly. If a signal is not displayed at a night office, trains 
which have not been notified must stop and ascertain the cause, 

and report the facts to the - from the next open telegraph 

office. 

Where the semaphore is used, the arm indicates “stop” when 
horizontal and “proceed” when in an inclined position. 

221 (B). A fixed signal must be used at each train-order office, 
which shall indicate “stop” when trains are to be stopped for 
train orders. When there are no orders the signal must indicate 
“proceed.” 

When an operator receives the signal “31,” or “19,” followed by 
the direction, he must immediately display the “stop signal” for 
the direction indicated and then reply “stop displayed,” adding 
the direction, and until the orders have been delivered or annulled 
the signal must not be restored to “proceed.” While “stop” is 
indicated trains must not proceed without a clearance card (Form 
- (A)). 

Operators must have the proper appliances for hand signaling 
ready for immediate use if the fixed signal should fail to work 
properly. If a signal is not displayed at a night office, trains 

Note to Rule 221 (A). The conditions which affect trains at stations 
vary so much that it is recommended each road adopt such regulations 
supplementary to this rule as may best suit its own requirements. 

Note to Rules 221 (A) and 221 (B).-The Committee has recom¬ 
mended two forms of Rule 221, leaving it discretionary to adopt one or 
both of these forms according to the circumstances of the traffic. 








4 


197 


Train Rules. 

w hich ha\ e not been notified must stop and ascertain the cause, 

and report the facts to the - from the next open telegraph 

office. 

Where the semaphore is used, the arm indicates “stop” when 
horizontal and “proceed” when in an inclined position. 

222. Operators will promptly record and report to the-the 

time of departure of all trains and the direction of extra trains. 
They will record the time of arrival of trains and report it when 
so directed. 

223. The following signs and abbreviations may be used: 

Initials for signature of the -. 

Such office and other signals as are arranged by the 

• 

C & E—for Conductor and Engineman. 

X—Train will be held until order is made “complete.” 
Com—for Complete. 

O S—Train Report. 

No—for Number. 

Eng—for Engine. 

Sec—for Section. 

Psgr—for Passenger. 

Frt—for Freight. 

Mins—for Minutes. 

Jet—for Junction. 

Dispr—for Train Dispatcher. 

Opr—for Operator. 

31 or 19—to clear the line for Train Orders, and for Oper¬ 
ators to ask for Train Orders. 

S D—for “Stop Displayed.” 

The usual abbreviations for the names of the months and 
stations. 

General Note.— Blanks in the rules may be filled by each road to suit 
its own organization or requirements. 


( 







198 


V 


Train Rules. 


DOUBLE TRACK FORMS OF TRAIN ORDERS. 

Note. —In the Code of Double Track Forms of Train Orders those 
marked “D,” such as D-Form E, D-Form G, etc., either differ in language 
from the corresponding Forms (Form E, Form G, etc.) of the Forms 
of Train Orders for Single Track; or are Forms used only for Double 
Track, as D-Form R, etc. Forms having simple letters, such as Form 
B, Form F, etc., are the same in both Single and Double Track Codes. 


FORM A. FIXING MEETING POINTS FOR 
OPPOSING TRAINS. 

Omitted. (Not applicable to Double Track.) 

FORM B. DIRECTING A TRAIN TO PASS OR RUN 
AHEAD OF ANOTHER TRAIN. 

(1.) - pass - at -. 

(2.) - — pass - when overtaken. 

(3.) - run ahead of-- to- 

(4.) - run ahead of - - until overtaken. 

(5.) -- pass - at - and run ahead of - 

- to -. 

EXAMPLES. 

( 1 .) No 1 pass No 3 at “A.” 

(2.) No 6 pass No 4 when overtaken. 

(3.) Extra 594 e ^t run ahead of No 6 “At” to “B.” 

(4‘) Extra 95 west run ahead of No 3 “B” until overtaken. 

(5.) No 1 pass No 3 at “K” and run ahead of No 7 “M” to “Z.” 

When under (1) a train is to pass another both trains will run 
according to rule to the designated point and there arrange for 
the rear train to pass promptly. 

Under (2), both trains will run according to rule until the 
second-named train is overtaken and then arrange for the rear 
train to pass promptly. 

Under (3), the second-named train must not exceed the speed 
of the first-named train between the points designated. 

Under (4), the first-named train will run ahead of the second- 
named train from the designated station until overtaken, and then 
arrange for the rear train to pass promptly. 





















199 


Train Rules. 

^ ben an inferior train receives an order to pass a superior 
train, right is conferred to run ahead of the train passed from the 
designated point. 

FORM C. GIVING A TRAIN THE RIGHT OVER AN 

OPPOSING TRAIN. 

Omitted. (Not applicable to Double Track.) 

FORM D. GIVING REGULAR TRAINS THE RIGHT 
OVER A GIVEN TRAIN. 

Omitted. (Not used.) 

D-FORM E. TIME ORDERS. 

(1.) - run --- late - to -. 

(2.) - run - late- to - and - late 

-to-- etc. 

(3.) -wait at-until-. 

- until-. 

- until -. 

EXAMPLES. 

(1.) No 1 run 20 mins late “A” to “G.” 

(2.) No 1 run 20 mins late “A” to “ O ” and 15 mins late “G” to 
“K** etc. 

(3.) Nos 1 and 3 wait at “V” until 10 00 am 

“P” until 10 30 am 
“R” until 10 55 am etc. 

(1) and (2) make the schedule time of the train named, be¬ 
tween the stations mentioned, as much later as stated in the 
order, and any other train receiving the order is required to run 
with respect to this later time, as before required to run with 
respect to the regular schedule time. The time in the order should 
be such as can be easily added to the schedule time. 

Under (3), the train (or trains) named must not pass the 
designated points before the times given. 

Other trains receiving the order are required to run with respect 
to the time specified at the designated points or any intermediate 
station where schedule time is earlier than the time specified in 
the order as before required to run with respect to the schedule 
time of the train (or trains) named. 

All of these examples may be used in connection with an extra 
train created by example (3) of Form G and the times at each 
point stated in that example have the same meaning as schedule 
times in the foregoing examples. 




















200 


Train Rules. 

D- FORM F. FOR SECTIONS. 

(1.) - display signals and run as-to-. 

(2.) - run as-to- 

(3.) - display signals - to for- 

(6.) - is withdrawn as -- at-. 

(7.) - instead of-display signals and run as- 

- to -. 

(8.) - take down signals at -. 

EXAMPLES. 

(I.) Eng 20 display signals and run as 1st No 1 “A” to “Z 

(2.) Eng 25 run as 2d No 1 “A” to “Z 

(8.) No 1 display signals “A” to “G” for Eng 65. 

2d No 1 display signals “B” to “E” for Eng 99. 

These examples may be modified as follows: 

{It.) Engs 20 25 and 99 run as 1st 2d and 3d No 1 “A” to “Z.” 

Example (1) is to be used when the number of the engine for 
which signals are displayed is unknown and is to be followed by 
example (2), both being single order examples. 

Under examples (2) and (3) the engine named will not display 
signals. 

Under example (4) the engine last named will not display 
signals. 

For changing sections: 

To add an intermediate section the following modification of 
example (1) will be used: 

(5.) Eng 85 display signals and run as 2d No 1 “ N ” to “Z.” 
Following sections change numbers accordingly. 

Under (5) Engine 85 will display signals and run as directed 
and following sections will take the next higher number. 

To drop an intermediate section the following example will 
be used: 

(6.) Eng 85 is withdrawn as 2d No 1 at “H.” Following sec¬ 
tions change numbers accordingly. 

Under (6) Engine 85 will drop out at “H” and following sec¬ 
tions will take the next lower number. 

To substitute one engine for another on a section, the following 
will be used: 

(7.) Eng 18 instead of Eng 85 display signals and run as 2d 
No 1 “R” to “Z.” 

Under (7) Engine 85 will drop out at “R” and Engine 18 will 
run as directed. 
























Train Rules. 


If Engine 85 is last section the words “display signals and” will 
he omitted. Following sections need not be addressed. 

To discontinue the display of signals the following example 
will be used: 

(8.) 2d No 1 take down signals at “D.” 

Under example (8) 2d No. 1 will take down signals as directed 
and a following section must not proceed beyond the point named. 

The character of a train for which signals are displayed may 
be stated. Each section affected by the order must have copies, 
and must arrange signals accordingly. 

To annul a section for which signals have been displayed over a 
division or any part thereof, w’hen no train is to follow the sig¬ 
nals, Form K must be used. 

FORM G. EXTRA TRAINS. 

run extra - to-. 

run extra - to - and return to 


EXAMPLES. 

(1.) Eng 99 run extra “A” to il F.” 

( 2 .) Eng 99 run extra “A” to “F u and return to “C.” 

Under (2) the extra must go to “F” before returning to “C.” 

(3.) Eng- run extra leaving- on-as follows 

with right over all trains: 

Leave-. 


Arrive-. 

EXAMPLE. 

(8.) Eng 77 run extra leaving “A” on Thursday Feb 17th as 
follotvs with right over all trains: 

Leave “A” 11 SO pm 
“ “O” 12 25 am 

“ “E" 1 47 am 

Arrive U F” 2 22 am 

This order may be varied by specifying the kind of extra and 
the particular trains over which the extra shall or shall not have 
right. Trains over which the extra is thus given right must clear 
the time of the extra-minutes. 

Z7-FORM H. WORK EXTRA. 

Eng - works on - track - to -between 

- and -• 


(1.) Eng 
(2.) Eng 






















202 


Train Rules. 


EXAMPLE. 

Eng 292 works on eastward track (or both tracks) 7 am co 
6pm between “D” and “E 

Under (1), the work extra must, whether standing or moving, 
protect itself within the working limits against extras moving 
with the current of traffic on the track or tracks named, as pre¬ 
scribed by Rule 99. The time of regular trains must be cleared. 

This form may be modified by adding: 

(2.) Not protecting against extras. 

Under (2), protection against extra trains is not required. The 
time of regular trains must be cleared. 

To enable a work extra to work upon the time of a regular 
train, the following form may be used: 

(3.) Work extra 292 protects against No 55 (or - class 

trains ) between “D” and “ E .” 

Under (3), the work extra may work upon the time of the train 
(or trains) mentioned in the order and must protect against such 
train (or trains) as prescribed by Rule 99. 

The regular train or trains receiving the order will run expect¬ 
ing to find the work extra protecting itself. 

When it is desired to move a train against the current of 
traffic over the working limits, provision must be made for the 
protection of such movement. 

When a work extra is to be given exclusive right over all trains, 
the following form will be used: 

(4.) Work extra - has right over all trains on - 

track between- and-m to-. m. 


EXAMPLE. 

(4.) Work extra 275 has right over all trains on eastward and 
westward tracks between “G” and “if” 7 p m to 12 night. 

This gives the work extra the exclusive right to the track (or 
tracks) mentioned between the points designated between the 
times named. 

Work extras must give way to all trains as promptly as prac¬ 
ticable. 

The working limits should be as short as practicable; to be 
changed as the progress of the work may require. 

FORM J. HOLDING ORDER. 

Hold -. 

EXAMPLES. 

Hold No. 2. 

Hold all (or - ward) trains. 











203 


Train Rules. 

When a train has been so held it must not proceed until the 
order to hold is annulled, or an order given to the operator in 
the form: 

“-- may go.” 

These orders will be addressed to the operator and acknowl¬ 
edged in the usual manner, and will be delivered to conductors 
and enginemen of all trains affected. 

Form J will only be used when necessary to hold trains until 
orders can be given, or in case of emergency. 

FORM K. ANNULLING A SCHEDULE OR A SECTION. 

- of - is annulled - to- 

EXAMPLES. 

No 1 of Felt 29th is annulled “1” to “Z.” 

2d No 5 of Feb 29th is annulled “E” to “G.” 

The schedule or section annulled becomes void between the 
points named and cannot be restored. 

FORM L. ANNULLING AN ORDER. 

Order No - is annulled. 

EXAMPLE. 

Order No 10 is annulled. 

If an order which is to be annulled has not been delivered to a 
train, the annulling order will be addressed to the operator, who 
will destroy all copies of the order annulled but his own, and write 
on that: 

Annulled by Order No -. 

An order which has been annulled must not be re-issued under 
its original number. 

D-FORM M. ANNULLING PART OF AN ORDER. 

That part of Order No-reading-is annulled. 

EXAMPLE. 

That part of Order No 10 reading Extra 263 west pass No 1 at 
*‘S” is annulled. 

D-FORM P. SUPERSEDING AN ORDER OR A PART 

OF AN ORDER. 

This order will be given by adding to prescribed forms, the 
words “instead of -•” 

( 1 .) - pass - at - instead of -. 

(2.) - display signals for-to - instead 


of 





















204 


Train Rules. 

EXAMPLES. 

( 1 .) No 1 pass No 3 at “C” instead of “B.” 

( 2 .) No 1 display signals for Eng 85 “A” to “Z” instead of “G.” 

An order which has been superseded must not be reissued 
under its original number. 

D-FORM R. PROVIDING FOR A MOVEMENT AGAINST 
THE CURRENT OF TRAFFIC. 

- has right over opposing trains on - track - 

to-. 

EXAMPLE. 

( 1 .) No 1 has right over opposing trains on No 2 (or eastward ) 
track “0” to “F.” 

A train must not be moved against the current of traffic until 
the track on which it is to run has been cleared of opposing trains. 

Under this order the designated train must use the track speci¬ 
fied between the points named and has right over opposing trains 
on that track between those points. Opposing trains must not 
leave the point last named until the designated train arrives. 

An inferior train between the points named moving with the 
current of traffic in the same direction as the designated train 
must receive a copy of the order, and may then proceed on its 
schedule, or right. 

This order may be modified as follows: 

(2.) After-arrives at-has right over oppos¬ 
ing trains on-track-to-. 

EXAMPLE. 

After No 4 arrives at “C” No 1 has right over opposing trains 
on No 2 (or eastward) track “C” to “F” 

Under (2), the train to be moved against the current of traffic 
must not leave the first-named point until the arrival of the first- 
named train. 

i 

D-FORM S. PROVIDING FOR THE USE OF A SECTION 
OF DOUBLE TRACK AS SINGLE TRACK. 

- track will be used as single track between - and 


If it is desired to limit the time for such use add (from - 

until -). 

EXAMPLE. 

No 1 (or westward ) track icill be used as single track between 
“F” and "G .” 

Adding if desired 


from 1 p m to 3 p m 

















Train Rules. 

Under this order all trains must use the track specified between 
the stations named and will be governed by rules for single track. 

Trains running against the current of traffic on the track named 
must be clear of the track at the expiration of the time named, 
or protected as prescribed by Rule 99. 


206 


Train Rules. 


FORMS OF BLANKS 

FOR 

SINGLE AND DOUBLE TRACK. 


SPECIFICATIONS FOR TRAIN ORDER FORM AND BOOKS 
FOR OPERATORS FOR 31 ORDERS. 


Form as here shown. Blank space for order (4) inches with 
no lines. The mode of filling the blanks is indicated by small type. 

Form (6%x9i4) inches beyond perforated line. Book 
(6% x 1014) inches. 

300 leaves. Glued at top or side. Manilla cover on face and 
stiff back. 

Paper opaque, yellow, sized, and of such thickness as to admit 
of making (9) good manifold copies with stylus and double car¬ 
bons. 

To be used with double Carbon Paper (6%x9) inches, and a 
stiff tin, same size, corners rounded. 


< 




207 


Train Rules. 


Standard Train Order Blank for 31 Order. 




(name.) 


COMPANY 


TRAIN ORDER No. 10 


March 21 19 06 


To 


At 


(Initials.) 


Opr.; 


1 45 A 


M. 


Conductor and Engineman must each have a copy of this order. 


Repeated at 2 20 A M. 


Conductor 

Engineinan 

Train 

Made 

Time 

Opr. 

Jones 

Brown 

45 

Complete 

2 20 a.m. 

Black 








(Omit 






this column 






where 






Engineman 






is not 






required 






to sign.) 




% 



















































































20S 


Train Rules. 


SPECIFICATIONS FOR TRAIN ORDER FORM AND BOOKS 
FOR OPERATORS FOR 19 ORDERS. 


Form as here shown. Blank space for order (4) inches with no 
lines. The mode of filling the blanks is indicated by small type. 

Form (6%x6) inches beyond perforated line. Book (6%x7y 2 ) 
inches. 

300 leaves. Glued at top or side. Manilla cover on face and 
stiff back. 

Paper opaque, green, sized, and of such thickness as to admit 
of making (9) good manifold copies with stylus and double car¬ 
bons. 

To be used with double Carbon Paper (6%x7) inches, and a 
stiff tin. same size, corners rounded. 





209 


Train Rules. 


Standard Train Order Blank for 19 Order. 



FORM 

19 


(name.) 


COMPANY. 


TRAIN ORDER No. 10 


March 21 19 06 


To 


At 


(initials.) .Opr.; 


1 45 A M. 


Conductor and En^ineman must each have a copy of this order. 


Made Complete time 2 16P M. 


Black Opr. 





































m.COMPANY. 


210 


Train Rules. 



Q 

O 

O 

£ 

< 

w 

o 


G 

a 

S 

<x> 

G 

• H 

bO 

G 

W 

"G 

G 

c$ 

S-i 

o 

+-> 

o 

G 

73 

G 

O 

O 


a 


G 

G 

O 

S-i 

o 

«4H 

03 

03 

"G 

Sh 

o 


0) 

> 

03 

rG 


C'J 

w> 

TT 


O 

«4H 

73 

0) 

c3 

13, 

CO 


03 


o3 

G 

60 
• fH 

CO 


C/3 

c 

o 


73 

03 

> 

• r-H 

03 

03 

03 

%-> 

03 

> 

cG 

c3 

s 

G 

O 

03 

Jh 

03 

73 

s- 

O 

K*» 

G 

ctf 


03 

03 

5G 

oS 

-M 

O 

G 

03 

03 

O 

73 

03 

• rH 

JG 

H 


(To be printed on yellow paper.) 


Conductor and Engineinan must each have a copy, and see that their train is correctly 
designated in the above form. 
















211 


Train Rules. 


RULES GOVERNING THE MOVEMENT OF 
TRAINS WITH THE CURRENT OF 
TRAFFIC ON DOUBLE TRACK 
BY MEANS OF BLOCK 
SIGNALS. 

Adopted October 28, 1903. 


D- 251. On portions of ttie road so specified on the time-table, 
trains will run with the current of traffic by block signals whose 
indications will supersede time-table superiority. 

D- 252. The movement of trains will be supervised by the-* 

who will issue instructions to signalmen when required. 

D- 253. A train having work to do which may detain it more 

than - minutes, must obtain permission from the signalman 

at the last station at which there is a siding before entering the 
block in which work is to be done. The signalman must obtain 
authority to give this permission from the-.* 

D- 254. Except as affected by these rules, all Block Signal and 
Train Rules remain in force. 

* Superintendent or Train Dispatcher. 







212 


Train Rules. 


RULES GOVERNING THE MOVEMENT OF 
TRAINS AGAINST THE CURRENT OF 
TRAFFIC ON DOUBLE TRACK 
BY MEANS OF BLOCK 
SIGNALS. 


Adopted April 27, 1904. 

Rote.—Roads operating under these Rules must provide proper 
signals to control the approach and movement of trains. 

D-261. On portions of the road so specified on the time-table, 
trains will run against the current of traffic by block signals, 
whose indications will supersede time-table superiority and will 
take the place of train orders. 

D-262. The movement of trains will be supervised by the-*, 

who will issue instructions to signalmen. 

D- 263. A train must not cross over, except as provided in Rule 
D-261, without authority from the -f. 

D-264. Except as affected by these rules, all Block Signal and 
Train Rules remain in force. 

* Superintendent or Train Dispatcher. 

t Train Dispatcher or Signalman. 






213 


Train Rules. 


RULES FOR THREE AND FOUR TRACKS. 


Adopted April 5, 1905. 

P-271. One of the main tracks will be designated as No. 1; addi¬ 
tional tracks will be numbered therefrom, even numbers to the 
right, odd numbers to the left, when facing East or North. 

F-272. The use of these tracks, both as to the class and the 
current of traffic, will be designated on the time-table or by spe¬ 
cial instructions. 

F-273. On portions of the road so specified on the time-table, 
trains will run with the current of traffic by block signals, whose 
indications will supersede time-table superiority. 

P-274. A train by night running with the current of traffic, on 
a high speed track, will display two red lights to the rear.* 

A train by night running with the current of traffic, on a slow 
speed track, or a train by night using any track against the cur¬ 
rent of traffic, will display a green light to the rear on the side 
next to the high speed track in the direction of the current of 
traffic, and a red light on the opposite side.* 

A train by night on a siding will display two green lights to 
the rear. 


F-275. ENGINE STEAM WHISTLE SIGNALS. 


Note.—T he signals prescribed are illustrated by “o” for short sounds; 

“-” for longer sounds. The sound of the whistle should be distinct, 

with intensity and duration proportionate to the distance signal is to be 
conveyed. 


Sound. 


(a) — —- 

Flagman 

rear. 

(6)- 

Flagman 

rear. 

(c) —-o 

Flagman 

rear. 

(d) -o 

Flagman 

rear. 

(e) o- 

Flagman 

front. 

(f) o- 

Flagman 

front. 

(g) o-o 

Flagman 

front. 

(h) o-o 

Flagman 

front. 


Indication. 

for Track No. 1 return from the 
for Track No. 2 return from the 
for Track No. 3 return from the 
for Track No. 4 return from the 
for Track No. 1 return from the 
for Track No. 2 return from the 
for Track No. 3 return from the 
for Track No. 4 return from the 


* Illustrated by diagrams on pages 229, 230. 












214 


Train Rules. 

F-276. Except as affected by these rules, all Block Signal Rules 
and Train Rules for Double Track remain in force. 


215 


Train Rules. 


DIAGRAMS 

OF 

HAND, FLAG AND LAMP 

SIGNALS. 


Adopted April 25, 1906. 


NOTE. 

The hand, or a flag, moved the same as the lamp, as illus¬ 
trated in the following diagrams, gives the same indication. 



216 


Train Rules. 


f 



STOP—Swung across the tract. 
See Rule 12 (a). 







PROCEED—Raised and lowered vertically. 
See Rule 12 (b). 





















217 


Train Rules. 



BACK—Swung vertically in a circle at half arm’s 
length across the track. 

See Rules 12 (c) and 14 (h). 



TRAIN HAS PARTED—Swung vertically in a circle at arm’s 

length across the track. 

See Rules 12 (d) and 14 if). 
















218 


Train Rules. 



APPLY AIR BRAKES—Swung horizontally above 

the head. 

See Rule 12 ( e ). 



RELEASE AIR BRAKES—Held at arm’s length 

above the head. 

See Rule 12 ( f ). 


























219 


Train Rules. 


DIAGRAMS 

OF TRAIN SIGNALS. 


Adopted April 25, 1906 


NOTES. 

The diagrams are intended to illustrate the general location of 
the train signals, not the exact manner in which they are to be 
attached. 

Combination lamps with four illuminated colored faces are 
represented in the diagrams. 




220 


Train Rules . 



ENGINE RUNNING FORWARD BY DAY AS AN 
EXTRA TRAIN. 

White flags at A A. See Rule 21. 



ENGINE RUNNING FORWARD BY NIGHT AS AN 
EXTRA TRAIN. 

White lights and white flags at A A. 

/ 


See Rule 21. 






























































































































































































221 


Train Rules. 



ENGINE RUNNING BACKWARD BY DAY AS AN EXTRA 
TRAIN, WITHOUT CARS OR AT THE REAR OF A 
TRAIN PUSHING CARS. 

White flags at A A. See Rule 21. 

Green flags at B B, as markers. See Rules 19 and D-19. 



ENGINE RUNNING BACKWARD BY NIGHT AS AN EXTRA 
TRAIN, WITHOUT CARS OR AT THE REAR OF A 
TRAIN PUSHING CARS. 

White lights and white flags at A A. See Rule 21. 
Lights at B B, as markers, showing green at side and in 
direction engine is moving and red in opposite direction. See 
Rules 19 and D-19. 



































































































































































































222 


Train Rules. 



ENGINE RUNNING FORWARD BY DAY DISPLAYING 
SIGNALS FOR A FOLLOWING SECTION. 

Green flags at A A. 

See Rule 20. 



ENGINE RUNNING FORWARD BY NIGHT DISPLAYING 
SIGNALS FOR A FOLLOWING SECTION. 

Green lights and green flags at A A. 

See Rule 20. 



























































































































































































223 


Train Rules. 



ENGINE RUNNING BACKWARD BY DAY, WITHOUT 
CARS OR AT THE REAR OF A TRAIN PUSHING 
CARS, AND DISPLAYING SIGNALS FOR 
A FOLLOWING SECTION. 

Green flags at A A. See Rule 20. 

Green flags at B B, as markers. See Rules 19 and D- 19 . 



ENGINE RUNNING BACKWARD BY NIGHT, WITHOUT 
CARS OR AT THE REAR OF A TRAIN PUSHING 
CARS, AND DISPLAYING SIGNALS FOR 
A FOLLOWING SECTION. 

Green lights and green flags at A A. See Rule 20. 
Lights at B B, as markers, showing green at side and In 
direction engine is moving and red in opposite direction. 
See Rules 19 and D- 19. 




























































































































































































224 


Train Rules. 



REAR OF TRAIN BY DAY. 

Green flags at A A, as markers. See Rules 19 and D-19. 












































































225 


Train Rules. 



REAR OF TRAIN BY NIGHT WHILE RUNNING. 

Lights at A A, as markers, showing green toward engine 
and side and red to rear. 

See Rules 19 and D-19. 



REAR OF TRAIN BY NIGHT WHEN ON SIDING TO BE 
PASSED BY ANOTHER TRAIN. 

Lights at A A, as markers, showing green toward engine, 
side and to rear. See Rules 19 and D-19. 























































































































































226 


Train Rules. 




ENGINE RUNNING FORWARD BY DAY, WITHOUT CARS 
OR AT THE REAR OF A TRAIN PUSHING CABS. 
Green flags, as markers. Sec* Rules 19 and D- 19 . 




<f> 

A 


(Rear of Tender ) 


"1 


a 




ENGINE RUNNING FORWARD BY NIGHT, WITHOUT CARS 
OB AT THE REAR OF A TRAIN PUSHING CARS. 

Lights at A A, as markers, showing green to the front and 
side and red to rear. See Rules 19 and D-19. 








































227 


Train Rules. 




ENGINE RUNNING BACKWARD BY NIGHT, WITHOUT 
CABS OB AT THE FRONT OF A TRAIN PULLING CABS. 

White light at A. 





















228 


Train Rules. 



PASSENGER CARS BEING PUSHED BY AN ENGINE BY NIGHT. 

White light on front of leading car. 

See Rule 24. 



FREIGHT CARS BEING PUSHED BY AN ENGINE BY NIGHT. 

White light on front of leading car. 

See Rule 24. 



























































































































229 


Train Rules. 



REAR OF TRAIN BY NIGHT RUNNING AGAINST THE 
CURRENT OF TRAFFIC. 

(This illustration is for a road which uses the right hand track.) 
Lights at A A, as per Rule £>-19. 



REAR OF TRAIN BY NIGHT RUNNING WITH THE CURRENT 
OF TRAFFIC ON A HIGH SPEED TRACK. 

Lights at A A, as per Rule F-274. 

























































































































































230 


Train Rules 



EEAB OF TRAIN BY NIGHT RUNNING WITH THE CURRENT 
OF TRAFFIC ON A SLOW SPEED TRACK. 

Lights at A A, as per Rule F-274. 


* 



REAR OF TRAIN BY NIGHT RUNNING ON ANY TRACK AGAINST 
THE CURRENT OF TRAFFIC. 


Lights at A A, as per Rule F-274 
















































































































































231 


CODE OF 

BLOCK SIGNAL RULES. 


Adopted April 25, 1900, with amendments agreed to 

May 19, 1909 



DEFINITIONS. 


Block. —A length of track of defined limits, the use of which 
by trains is controlled by block signals. 

Block Station.— A place from which block signals are operated. 

Fixed Signal. —A signal of fixed location, indicating a condition 
affecting the movement of a train. 

Block Signal. —A fixed signal controlling the use of a block. 

Home Block Signal.— A fixed signal at the entrance of a block 
to control trains in entering and using said block. 

Distant Block Signal.— A fixed signal used in connection with 
a Home (and Advance) Block Signal to regulate the approach 
thereto. 

Advance Block Signal.—A fixed signal used in connection with 
a Home Block Signal to sub-divide the block in advance. 

Block System. —A series of consecutive blocks. 

Manual Block System. —A biOcii system in which the signals 
are operated manually. 

Controlled Manual Block System. —A block system in which 
the signals are operated manually, and so constructed as to re¬ 
quire the co-operation of the signalmen at both ends of the block 
to display a Clear or a Caution Block Signal. 

Automatic Block System.—A block system in which the sig¬ 
nals are operated by electric, pneumatic or other agency actuated 
by a train, or by certain conditions affecting the use of a block. 



233 


Block Signal Rules. 


MANUAL BLOCK SYSTEM. 

A series of consecutive blocks, controlled by block signals oper¬ 
ated manually, upon information by telegraph, telephone or other 
means of communication. 

REQUISITES OF INSTALLATION. 

1. Signals of prescribed form, the indications given by not more 
than three positions; and, in addition, at night by lights of pre¬ 
scribed color. 

2. The apparatus so constructed that the failure of any part 
directly controlling a signal will cause it to display the normal 
indication. 

3. Signals, if practicable, either over or upon the right* of and 
adjoining the track upon which trains are governed by them. For 
less than three tracks signals for trains in each direction may be 
on the same signal mast. 

4. Semaphore arms that govern, displayed to the right of the 
signal mast as seen from an approaching train. 

5. The normal indication of Home Block Signals—Stop. 

ADJUNCTS. 

The following may be used: 

(A) Distant Block Signalsf interlocked with Home Block Sig¬ 
nals ; normal indication—Caution. 

* Where a road is operated with the current of traffic to the left the 
block signals may be placed upon the left. 

t When Distant Block Signals are used the following should be added 
to Rule 301 : 


DISTANT BLOCK SIGNALS. 


Signal. 

Occasion for 

Use. 

Indication. 

Name. 

Color. 

The signal will be dis- 

For enginemen and 

As used in 

played when 

trainmen. 

rules. 

id) - 

Home (or advance) 
signal at (a). 

Proceed with caution 
to the home (or ad¬ 
vance) signal. 

Caution-signal. 

( e )- 

Home (and advance) 
signal at (c). 

Proceed. 

Clear-signal. 


Where the semaphore is used, the governing arm is displayed to the 
right of the signal mast as seen from an approaching train, and the 
indications are given by positions : 


Horizontal as the equivalent of ( d ). 

Vertical or Diagonal - (angle above or below the horizontal) as 

the equivalent of ( e ). 

Rule 311 also should be changed to read “The normal indication of 
Home Block Signals is Stop; of Distant Block Signals is Caution.” 


























234 


Block Signal Rules. 

(B) Advance Block Signals* interlocked with Distant Block 
Signals, if used; normal indication—Stop. 

(C) Repeaters, audible or visible, to indicate the position of 
block signals to the signalman operating them. 

(D) The automatic release of block signals to display the 
normal indication. 

(E) The interlocking of switches with block signals. 

(F) Communication between block stations and outlying 
switches. 

(G) The interlocking of telegraph keys with block signals. 

• When Advance Block Signals are used, that name should be added to 
the caption of Rule 301 so as to read “Home and Advance Block 
Signals,” and Rule 311 should be changed to read “The normal Indica¬ 
tion of Home and Advance Block Signals Is Stop.” 



235 


Block Signal Rules. 


RULES. 


‘SOlS HOME BLOCK SIGNALS. 


Signal. 

Occasion fob 

Use. 

INDICATION. 

Name. 

Color. 

The signal will be dis¬ 
played when 

For 

enginemen and 
trainmen. 

As used in 
rules. 

(o) Red. 

(b\ - 

( C )- 

Block is not clear. 

Block is not clear. 

Block is clear. 

Stop. 

Proceed with caution. 
Proceed. 

Stop-signal. 

Caution-signal. 

Clear-signal. 


Where the semaphore is used, the governing arm is displayed to 
the right of the signal mast as seen from an approaching train, 
and the indications are given by positions: 


Horizontal as the equivalent of (a). 

Diagonal -* as the equivalent of (b). 

Vertical or Diagonal -* as the equivalent of (c). 

302. Block signals control the use of the blocks, but, unless 
otherwise provided, do not supersede the superiority of trains; 
nor dispense with the use or the observance of other signals when¬ 
ever and wherever they may be required. 

303. When a block station is open at an irregular hour, trains 
must be notified by train order or by special instructions, and 
special precautions must be taken to call the attention of trains 
approaching the block station to the indications of the block 
signals. 

SIGNALMEN. 

311. The normal indication of Home Block Signals is Stop. 

312. Signals must be operated carefully and with a uniform 
movement. If a signal fails to work properly its operation must 
be discontinued and the signal secured so as to display the normal 
indication until repaired. 

313. Signalmen must observe, as far as practicable, whether 
the indications of the signals correspond with the positions of 
the levers. 

314. Signalmen must not make nor permit any unauthorized 
repairs, alterations or additions to the apparatus. 

General Note.—T he Committee has found it desirable to leave blanks 

(-) in certain rules to be filled by each road adopting them, as may 

best suit its own requirements. 

Note to Rule 301.—* Angle above or below the horizontal. 





























236 


Block Signal Rules. 

315. A block record must be kept at each block station. 

316. The prescribed communicating code is as follows: 

1— Display Stop-signal. 

13—I understand. 

17—Display Stop-signal. Train following. 

2— Block clear. 

3— Block wanted for train other than passenger. 

36—Block wanted for passenger train. 

4— Train other than passenger has entered block. 

46—Passenger train has entered block. 

5— Block is not clear of train other than passenger. 

56—Block is not clear of passenger train. 

7— Train following. 

8— Opening block station. Answer by record of trains in 

the extended block. 

9— Closing block station. Answer by 13. 

317 (A). To admit a train to a block, the signalman must 
examine the block record, and, if the block is clear, give “1 for 

-” to the next block station in advance. The signalman 

receiving this signal, if the block is clear, must display the Stop 

signal to opposing trains, and reply “2 for-.” If the block 

is not clear, he must reply “5 of-or “56 of -.” The 

signalman at the entrance of the block must then display the 
proper signal indication. 

A train must not be admitted to a block unless it is clear, except 
as provided in Rule 332 or by train order. 

317 (B). To admit a train to a block, the signalman must 
examine the block record, and, if the block is clear, give “1 for 

-” to the next block station in advance. The signalman 

receiving this signal, if the block is clear, must display the Stop- 

signal to opposing trains and reply “2 for -.” If the block 

is not clear, he must reply “5 of-,” or “56 of-.” The 

signalman at the entrance of the block must then display the 
proper signal indication. 

A train must not be admitted to a block which is occupied by 
an opposing train or by a passenger train, except as provided in 
Rule 332 or by train order. 

Note to Rule 315.—The different items to be entered on the block 
record have not been prescribed in this rule, but it has been left to each 
road to complete the rule by adding such items as may be necessary to 
meet the conditions governing its traffic. 

Note to Rule 316.—Additions to the code may be made if desired. 

Note to Rule 317 (A).—317 (A) is for absolute block for following 
and opposing movements on the same track. 











237 


Block Signal Rules. 

To permit a train to follow a train other than a passenger train 

into a block, the signalman must give “17 for-” to the next 

block station in advance. The signalman receiving this signal, if 

there is no passenger train in the block, must reply “5 of- 

13 for -The approaching train will then be admitted to 

the block-.* * 

318 (A). To admit a train to a block, the signalman must exam¬ 
ine the block record, and, if the block is clear, give “3 for-,” 

or “36 for-,” to the next block station in advance. The sig¬ 

nalman receiving this signal, if the block is clear, must reply 

“2 for -.” If the block is not clear, he must reply “5 of 

-,” or “56 of-.” The signalman at the entrance of the 

block must then display the proper signal indication. 

A train must not be admitted to a block unless it is clear, except 
as provided in Rule 332 or by train order. 

318 (B). To admit a train to a block, the signalman must exam¬ 
ine the block record, and, if the block is not occupied by a passen¬ 
ger train, give “3 for -,” or “36 for -,” to the next 

block station in advance. The signalman receiving this signal, if 

the block is clear, must reply “2 for-.” If the block is not 

clear, he must reply “5 of —,” or “56 of-.” The signal¬ 

man at the entrance of the block must then display the proper 
signal indication. 

A train must not be admitted to a block which is occupied by a 
passenger train, except as provided in Rule 332 or by train order. 

A train may be permitted to follow a train other than a passen¬ 
ger train into a block-.f 

319. When a train enters a block, the signalman must give 

“4-,” or “46-” and the time, to the next block station 

in advance, and when the train has passed the Home Block Signal 
and the signalman has seen the markers he must display the Stop 

Notes to Rule 317 (B).— 

* Under Caution-signal or with Caution Card (Form B.) 

Rule 317 (B) is for absolute block for opposing movements, and per¬ 
missive block for following movements on the same track. 

Note to Rule 318 (A).—Rule 318 (A) is for absolute block for fol¬ 
lowing movements only. 

Notes to Rule 318 (B).— 

t Under Caution-signal or with Caution Card (Form B). 

Rule 318 (B) is for permissive block for following movements only. 

Note to Rules 317 (A), 317 (B), 318 (A), and 318 (B).— 

Where it is desired that train dispatchers shall control the display of 
block signals, roads may modify Rules 317 (A), 317 (B), 318 (A) and 
318 (B) so as to provide for such practice. 

Note to Rules 317 (A), 317 (B), 318 (A), 318 (B), and 319.-The 
blanks in Rules 317 (A), 317 (B), 318 (A), 318 (B) and 319 are to be 
filled by the number or designation of the train, except as otherwise 
noted. 




















238 


Block Signal Rules. 

signal, and when the rear of the train has passed - feet 

beyond the Home Block Signal, he must give tne record of the 
train to the next block station in the rehr. 

This information must be entered on the block records. 

320. Unless otherwise provided, signalmen must not ask for 
the block until they have received 4 or 46 from the next block 

station in the rear. 

1 1 ,, 

321. Signalmen must observe all passing trains and note 
whether they are complete and in order, and the markers prop¬ 
erly displayed. 

322. Should a train pass a block station with any indication 
of conditions endangering the train, or a train on another track, 
the signalman must immediately notify the signalman at the next 
block station in advance, and each must display Stop-signals to 
all trains that may be affected, and must not permit any train 

to proceed until it is known that its track is not obstructed. 

. ! , 

323. Should a train pass a block station without markers, the 
signalman must notify the signalman at the next block station in 
each direction, and must not report that train clear of the block 
until he has ascertained that the train is complete. 

324. Should a train pass a block station in two or more parts 
the signalman must stop all trains running in the same direction 
and notify the signalman at the next block station in advance. 
A signalman having received this notice must stop any train run¬ 
ning in the opposite direction. The Stop-signal must not be dis¬ 
played to the engineman of the divided train if the train can be 
admitted to the block in advance under Block Signal Rules; but 
the Train-parted Signal must be given. Should a train in 
either direction be stopped, it may be permitted to proceed w T hen 
it is known that its track is not obstructed. 

325. A signalman informed of any obstruction in a block must 
immediately notify the signalman at the other end of the block 
and each must display Stop-signals to all trains that may be 
affected and must not permit any train to proceed until it is 
known that its track is not obstructed. 

326. When a train takes a siding the signalman must know that 
it is clear of the block before giving 2 or displaying a Clear-signal 
for that block. 

The signalman must obtain control of the block before per¬ 
mitting a train on a siding to re-enter the block. 

327. To permit a train to cross over or return, unless otherwise 
provided, the signalman must examine the block record, and if ali 
the blocks affected are clear of approaching trains he must 
arrange with the signalman at the next block station in each 



239 


Block Signal Rules. 

direction to protect the movement, and when the proper signals 
have been displayed permission may he given. Until the block 
is clear no train must be admitted in the direction of the cross¬ 
over switches except under a Caution-signal or with a Caution 

Card (Form B). 

All cross-over movements must be entered on the block records. 

328. When, as provided in Rule 364, coupled trains have been 
separated, the signalman must regard each portion as an inde¬ 
pendent train. 

329. If necessary to stop a train for which a Clear or Caution 
Home (or Advance) Block Signal has been displayed and 
accepted, the signalman must give hand signals in addition to 
displaying the Stop-signal. 

330. A signalman having orders for a train must display the 
block signal at Stop. He may permit trains so stopped to proceed 
under Block Signal Rules after complying with Rules for Move¬ 
ment by Train Orders. 

331 (A). If, from the failure of block signal apparatus, the block 
signal cannot be changed from the normal indication, a signalman, 
having information from the signalman at the next block station 
in advance that the block is clear, may admit a train to the 
block by the use of a Clearance Card (Form C). 

331 (B). If, from the failure of block signal apparatus, the block 
signal cannot be changed from the normal indication, a signalman 
having information from the signalman at the next block station 
in advance that the block is clear, may admit a train to the block 
by the use of a Clearance Card (Form C) ; or if the block is 
occupied by a train, other than an opposing train or a passenger 
train, he may admit a following train by the use of a Caution 
Card (Form B). 

332. If, from any cause, a signalman be unable to communicate 
with the next block station in advance, he must stop every train 
approaching in that direction. Should no cause for detaining the 
train be known, it may then be permitted to proceed with a 

Caution Card (Form D), provided - minutes have elapsed 

since the passage of the last preceding train. 

333. Signalmen must have the proper appliances for hand sig¬ 
naling* ready for immediate use. Hand signals must not be used 
when the proper indication can be displayed by the block signals, 
except as provided in Rule 329, 342 or 375. When hand signals 

Note to Rule 331 (A).—Rule 331 (A) is for absolute block. 

Note to Rule 331 (B).—Rule 331 (B) is for permissive block. 

Note to Rule 333.—* Hand signaling includes the use of lamp, flag, 
torpedo and fusee signals. 




240 


Block Signal Rules. 

are necessary they must be given from such a point and in such 
a way that there can be no misunderstanding on the part of 
enginemen or trainmen as to the signals, or as to the train or 
engine for which they are given. 

334. Signalmen will be held responsible for the care of the 
block station, lamps and supplies; and of the signal apparatus, 
unless provided for otherwise. 

335. Lights within block stations must be so Dlaced that they 
cannot be seen from approaching trains. 

336. Lights must be used upon all block signals from sunset to 
sunrise and whenever the signal indications cannot be clearly 
seen without them. 

337. If a train over runs a Stop-signal, the fact must be re¬ 
ported to-.* 

338. If a Stop-signal is disregarded, the fact must be reported 

to the next block station in advance and then to-.* 

339. To open a block station the signalman must give 8 to the 
next block station in each direction and record the trains that 
are in the extended block. He must then display the normal sig¬ 
nal indication and notify the next block station in each direction 
that the block station is open. 

When trains, which were in the extended block when the block 
station was opened and which had passed his block station before 
it w r as opened, clear the block in advance he must repeat the 
record to the block station in the rear. 

340. A block station must not be closed except upon authority 

of-.* 

341. A block station must not be closed until the block in each 
direction is clear of all trains. 

To close a block station, the signalman must give 9 to the next 
block station in each direction, and w r hen he receives 13 enter it 
on his block record, with the time it is received from each block 
station. 

The block signals must then be -, all lights extinguished 

and the block wires arranged to w T ork through the closed block 
station. 

342. When a block station is open at an irregular hour, signal¬ 
men must use hand signals, in addition to block signals, to give 
the required indications until all trains have passed which have 

* Designated official. 

Note to Rule 341.—The arrangement of the block signals under the 
third paragraph of Rule 341 Is left for each road to determine In accord¬ 
ance with its local requirements. 








241 


Block Signal Rules. 

not been notified by train order or by special instructions that the 
block station is open. Signalmen must take special precautions to 
call the attention of trains approaching the block station to the 
indications of the block signals. 

343. Signalmen must not permit unauthorized persons to enter 
the block station. 


ENGINEMEN AND TRAINMEN. 

361. Block signals for a track apply only to trains running with 
the current of traffic on that track. 

362. Trains must not pass a Stop-signal without receiving a 
Caution Card (Form BorD), a Clearance Card (FormC) or a 
train order authorizing them to do so. 

363. An engineman holding a Caution Card (ForrnD) must 
deliver it to the signalman at the next block station and person¬ 
ally obtain from him permission to proceed. 

364. Unless directed by special instructions, when two or more 
trains have been coupled and so run past any block station, they 
must be uncoupled only at a block station and the signalman 
notified. 

365. When a train takes a siding it must not again enter the 
block without the permission of the signalman. 

366. Unless otherwise provided, when it is necessary for a 
train to cross over, the conductor before crossing or returning 
must notify the signalman and obtain permission to do so. 

367. Enginemen and trainmen must not proceed on hand signals 
as against block signals. 

368. The engineman of a train which has parted must sound the 
whistle signal for Train-parted on approaching a block station. 

369. An engineman receiving a Train-parted signal from a sig¬ 
nalman must answer by the whistle signal for Train-parted. 

370. When a parted train has been recoupled the signalman 
must be notified. 

371. If there is an obstruction between block stations notice 
must be given to the nearest block signalman. 

372. If a train is held by a block signal to exceed - min¬ 

utes, the conductor must ascertain the cause. 

373. Conductors must report to -* any unusual detention 

at block stations. 

374. A block station must not be considered as closed, except as 
provided on time-table or by special instructions. 


* Designated official. 







242 


Block Signal Rules. 

375. When, a block station is open at an irregular hour, the re¬ 
quired block indications will be given by band signals, in addition 
to block signals, until all trains have passed which have not re¬ 
ceived a train order or special instructions that the block station is 
open. 



Form (B). 


243 


Block Signal Rules. 


>H 

£ 

PU. 



O 

o 



G 

<g 

o 

be 

G 

• r-H 

o 

0) 

a 

x 

<D 



a 

s 

c 

z 


Q 

Ph 

o 

£ 

o 

I—I 

H 

o 




£ 

o 

H-4 

H 

H 

CO 

« 

o 

o 

w 


o 

c3 

$-4 


g 

o 


o 

£ 

g 

• f-H 

c3 

SM 

4J 

* 

£ 

< 

H 

£ 

HH 

O 

£ 

w 

o 

H 


G 

O 

• r-H 

G 

G 

o 

X 

• f-H 

£ 

T3 

<D 

0) 

O 

o 

J-4 

a 

>> 

ei 

£ 

G 

O 

i* 


Sh 

G 

o 

-M 

o 

G 

cn 

• r-H 

o 

jd 

5 


0) 

-M 

O 

G 

-m 

OT 

o 

o 

G 


Jm 

-M 


L 


Enginemen* receiving this card properly filled out and signed by the 
signalman, may proceed with the train under control prepared to stop 
short of any obstruction in the block. 

*0n roads where it is desired to give Caution Cards to the conductor, the word 
“conductor" may be incorporated in the form. 





















Form (C). 


244 


Block Signal Rules. 


<5 

§ 

o 

o 


a 

S 

< 

z 


Q 

Ph 

O 

W 

O 

£ 

<1 

Ph 

< 

o 





£ 

o 

HH 

< 

Eh 

zn 

w 

o 

o 

pp 


pp 

o 

CVS 

u 


c 

o 


o 

£ 

ft 

• |H 

cvS 

?H 

4-3 

* 

£ 

<1 

£ 

w 

£ 

HH 

o 

£ 

W 

o 

Eh 


T3 

<D 

ft 

o 

o 

Si 

a 

• 

TP 

ft 

Sh 

cS 

^ft 

o 

ft 

PS 

4~> 

O 

ft 

ft 

cvS 

o 

13 

ft 

be 

• »-H 

CO 


Sh 

cvS 

jft 

13 

m 

P4 

o 

o 

3 


£ 

e 


e 

.§> 


•, ® >> 

2^13 

CVS ^ <D 
ft rf O 


Sh 

ft 


c3 g 
rs cvS 

g 


.bP'cvS 
ft 
bfi 

13 ’S3 


• r—< 

CQ 


S-I 

cvS 

o 

CQ 


S ”-ft 


-H O 

^-ft 

-LJ 1 


«+H 


be 


^ •» r—» 

<D -ft >• 


Sh 

ctf 

^ft 

13 


CS 
<4h 

«hT 3 
o ft 

ft 
CQ 

cvS 
CJ 


ft 

o 

<X> 

Sh 

* 

ft 

cvS 

s 

ft 

ft 


3? 3 u, 

ft 

° ft^ -1 

r CS o> 
m <D 

w-ft 


* CO 
> CVS 

>pp 


!-^ r b 


o 

o 

3 

ft 

<d 


> r o 

ft 


cvS 


' cvS 
5 -+J 3 
J M O 
* PP i-rj 


4^ ^ . 

C TP 

<D 

o> 

O 

o 

S-i 

ft 


>> 

cvS 


g a g 

e s 

^ a 

-1—i 

CQ 

ft 
-ft 

4-3 


ft 
ft >» 


cS ft 
rn bO 

B'w 
o 


*0n roads where it is desired to give Clearance Cards to the conductor, the word 
conductor” may be incorporated in the form. 

















COMPANY. 


245 


Block Signal Rules. 


i 


Q 

S 

Pi 

o 

PH 



O 

Oi 



• * 

Ad 

a 

.03 


c 

o 

• l-H 

P 

a3 

a 

AS 

4J 

• r-H 

£ 

’-a 

<x» 

D 

a 

o 

Sh 

ft 

>> 

a3 

s 

p 

O 



£ 

o 

HH 

H 

H 

CO 

W 

o 

o 

J 

PQ 


O £ 


as 


o 


p 


a 


* 

£ 

< 

H 

£ 

HH 

O 

£ 

W 

o 

H 


AS « 

P d 

O -+J 
• X 02 

AS 

g O 


Ad 

o 


2 p 

°c§ 

<+H ^ 

o o 
W t"* 

P bJO 
aS P 

§ o 

^ <D 

P, 

X 

a» 


Enginemen* receiving this card properly filled out and signed by the 
signalman, may proceed with the train under control prepared to stop 
short of any obstruction in the block. 

*0n roads where it is desired to give Caution Cards to the conductor, the word 
“conductor" may be incorporated in the form. 




















246 


Block Signal Rules. 


CONTROLLED MANUAL BLOCK SYSTEM. 

A series of consecutive blocks controlled by block signals oper¬ 
ated manually upon information by telegraph, telephone or other 
means of communication, and so constructed as to require the 
co-operation of the signalmen at both ends of the block to display 
a Clear or a Caution Block Signal. 

REQUISITES OF INSTALLATION. 

1. Signals of prescribed form, the indications given by not 
more than three positions; and, in addition, at night by lights 
of prescribed color. 

2. The apparatus so constructed that the failure of any part 
directly controlling a signal will cause it to display the normal 
indication. 

3. Signals, if practicable, either over or upon the right* of and 
adjoining the track upon which trains are governed by them. 
For less than three tracks signals for trains in each direction 
may be on the same signal mast. 

4. Semaphore arms that govern, displayed to the right of the 
signal mast as seen from an approaching train. 

5. The normal indication of Home Block Signals—Stop. 

6. The apparatus so constructed that the failure of the block 
signal, block signal instruments or electric circuits will prevent 
the display of a Clear Block Signal (or a Caution Home or 
Advance Block Signal). 

\ 

• Where a road Is operated with the current of traffic to the left the 
block signals may be placed upon the left. 



247 


Block Signal Rules. 

ADJUNCTS. 

The following may be used: 

(A) Distant Block Signals* interlocked with Home Block Sig¬ 
nals; normal indication—Caution. 

(B) Advance Block Signals-}* interlocked with Distant Block 
Signals, if used; normal indication—Stop. 

(C) Repeaters, audible or visible, to indicate the position of 
block signals to the signalman operating them. 

(D) The automatic release of block signals to display the nor¬ 
mal indication. 

(E) The interlocking of switches with block signals. 

(F) Communication between block stations and outlying 
switches. 

(G) Track instruments or releasing circuits so located as to 
require that the rear of train shall have passed a prescribed 
distance beyond the Home Block Signal before the signal at the 
next block station in the rear can be released. 

(H) Unlocking circuits between block stations and outlying 
switches. 

(J) Track circuits. 


* When Distant Block Signals are used the following should be added 
to Rule 401 : 

DISTANT BLOCK SIGNALS. 


Signal. 

Occasion fok 

Use. 

Indication. 

Name. 

Color. 

The signal wil be dis- 

For enginemen and 

As used in 

played when 

trainmen. 

Rules. 

(d) - 

Home (or advance) 

Proceed with caution 

Caution-signal. 


signal at (a) 

to the home (or ad¬ 
vance) signal. 


(e) - 

Home (and advance) 

Proceed. 

Clear-signal. 

signal at (c). 




Where the semaphore is used, the governing arm is displayed to the 
right of the signal mast as seen from an approaching train, and the 
indications are given by positions: 


Horizontal as the equivalent of ( d ). 

Vertical or Diagonal-(angle above or below the horizontal) as the 

equivalent of ( e ). 

Rule 411 also should be changed to read : “The normal indication of 
Home Block Signals is Stop; of Distant Block Signals is Caution.” 

f When Advance Block Signals are used, that name should be added 
to the caption of Rule 401 so as to read “Home and Idvance Block 
Signals,” and Rule 411 should be changed to read “The normal indi¬ 
cation of Home and Advance Block Signals is Stop.” 


















Block Signal Rules. 


RULES. 


401. 

HOME BLOCK SIGNALS. 


Signal. 

Occasion for Use. 

Indication. 

Name. 

Color. 

The signal will be dis¬ 
played when 

Cor enginemen and 
trainmen. 

As used in 
rules. 

(a) Red. 

(b) -- 

(c) - 

Block is not clear. 
Block is not clear. 
Block is clear. 

Stop. 

Proceed with caution. 
Proceed. 

Stop-signal. 

Caution-signal. 

Clear-signal. 


Where the semaphore is used, the governing arm is displayed 
to the right of the signal mast as seen from an approaching train, 
and the indications are given by positions: 


Horizontal as the equivalent of (a). 

Diagonal -* as the equivalent of (&). 

Vertical or Diagonal -* as the equivalent of (c). 

402. Block signals control the use of the blocks, but, unless 
otherwise provided, do not supersede the superiority of trains; nor 
dispense with the use or the observance of other signals whenever 
and wherever they may be required. 

403. When a block station is open at an irregular hour, trains 
must be notified by train order or by special instructions, and spe¬ 
cial precautions must be taken to call the attention of trains 
approaching the block station to the indications of the block signals. 

SIGNALMEN. 

411. The normal indication of Home Block Signals is Stop. 

412. Signals must be operated carefully and with a uniform 
movement. If a signal fails to work properly its operation must 
be discontinued and the signal secured so as to display the normal 
indication until repaired. 

413. Signalmen must observe, as far as practicable, whether the 
indications of the signals correspond with the positions of the 
levers. 

General Note.— The Committee has found it desirable to leave blanks 

(-) in certain rules to be filled by each road adopting them, as may 

best suit its own requirements. 

Note to Rule 401.—* Angle above or below the horizontal. 





















249 


Block Signal Rules. 

414. Signalmen must not make nor permit any unauthorized 
repairs, alterations or additions to the apparatus. 

415. A block record must be kept at each block station. 

416. The prescribed communicating code is as follows: 

1— Display Stop-signal. 

13—I understand. 

IT—Display Stop-signal. Train following. 

2— Block clear. 

3— Block wanted for train other than passenger. 

36—Block wanted for passenger train. 

4— Train other than passenger has entered block. 

46—Passenger train has entered block. 

5— Block is not clear of train other than passenger. 

56—Block is not clear of passenger train. 

7— Train following. 

8— Opening block station. Answer by 2, 5, or 56. 

9— Closing block station, followed by 2. 

If the block is clear, to be answered by 13, followed 
by 2. 

If the block is not clear, to be answered by 5 or 56. 

417 (A). To admit a train to a block, the signalman must exam¬ 
ine the block record, and, if the block is clear, give 1 to the next 
block station in advance. The signalman receiving this signal, if 
the block is clear, must display the Stop-signal to opposing trains, 
unlock the next block station in the rear and reply 2. If the block 
is not clear, he must reply 5 or 56. The signalman at the entrance 
of the block must then display the proper signal indication. 

A train must not be admitted to a block unless it is clear, 
except as provided in Rule 432 or by train order. 

417 (B). To admit a train to a block, the signalman must exam¬ 
ine the block record, and, if the block is clear, give 3 or 36 to the 
next block station in advance. The signalman receiving this signal, 
if the block is clear, must display the Stop-signal to opposing 
trains, unlock the next block station in the rear and reply 2. If 
the block is not clear, he must reply 5 or 56. The signalman at the 
entrance of the block must then display the proper signal indi¬ 
cation. 

Note to Rule 415.—The different items to be entered on the block 
record have not been prescribed in this rule, but it has been left to each 
road to complete the rule by adding such items as may be necessary to 
meet the conditions governing its traffic. 

Note to Rule 416.—Additions to the code may be made if desired. 

Note to Rule 417 (A).— 417 (A) is for absolute block for following 

and opposing movements on the same track. 



250 


Block Signal Rules. 

A train must not be admitted to a block which is occupied by 
an opposing train or by a passenger train, except as provided in 
Rule 432 or by train order. 

To permit a train to follow a train other than a passenger train 
into a block, the signalman must give 17 to the next block station 
in advance. The signalman receiving this signal, if there is no 
passenger train in the block, must unlock the next block station 
in the rear and reply 5. The approaching train will then be 
admitted to the block -.* 

418 (A). To admit a train to a block, the signalman must exam¬ 
ine the block record, and, if the block is clear, give 3 or 36 to the 
next block station in advance. The signalman receiving this signal, 
if the block is clear, must unlock the next block station in the rear 
and reply 2. If the block is not clear, he must reply 5 or 56. The 
signalman at the entrance of the block must then display the 
proper signal indication. 

A train must not be admitted to a block unless it is clear, except 
as provided in Rule 432 or by train order. 

418 (B). To admit a train to a block, the signalman must exam¬ 
ine the block record, and, if the block is not occupied by a pas¬ 
senger train, give 3 or 36 to the next block station in advance. The 
signalman receiving this signal, if the block is clear, must unlock 
the next block station in the rear and reply 2. If the block is not 
clear, he must reply 5 or 56. The signalman at the entrance of the 
block must then display the proper signal indication. 

A train must not be admitted to a block which is occupied by 
a passenger train, except as provided in Rule 432 or by train order. 

A train may be permitted to follow a train other than a passen¬ 
ger train into a block-.f 

419. When a train enters a block the signalman must give 4 or 46 
to the next block station in advance, and when the train has passed 
the Home Block Signal and the signalman has seen the markers 
he must display the Stop-signal, and when the rear of the train 

Notes to Rules 417 (B).— 

•Under Caution Signal or with Caution Card (Form B). 

Rule 417 (B) is for absolute block for opposing movements and per¬ 
missive block for following movements on the same track. 

Note to Rule 418 (A).—Rule 418 (A) is for absolute block for fol¬ 
lowing movements only. 

Notes to Rule 418 (B).— 

t Under Caution-Signal or with Caution Card (Form B). 

Rule 418 (B) is for permissive block for following movements only. 

Note to Rules 417 (A), 417 (B), 418 (A) and 418 (B).—Where it Is 
desired that train dispatchers shall control the display of block signals, 
roads may modify Rules 417 (A), 417 (B), 418 (A) and 418 (B) so 
as to provide for such practice. 







251 


Block Signal Rules. 

has passed - feet beyond the Home Block Signal, he must. 

if the block is then clear, give 2 to the next block station in the 
rear. 

This information must be entered on the block records. 

420. Unless otherwise provided, signalmen must not ask for the 
block until they have received 4 or 46 from the next block station 
in the rear, nor unlock the next block station in the rear until 
the block is asked for by that block station. 

421. Signalmen must observe all passing trains and note 
whether they are complete and in order, and the members properly 
displayed. 

422. Should a train pass a block station with any indication of 
conditions endangering the train, or a train on another track, the 
signalman must immediately notify the signalman at the next 
block station in advance, and each must display Stop-signals to all 
trains that may be affected, and must not permit any train to 
proceed until it is known that its track is not obstructed. 

423. Should a train pass a block station without markers, the 
signalman must notify the signalman at the next block station in 
each direction, and must not report that train clear of the block 
nor unlock the next block station in the rear until he has ascer¬ 
tained that the train is complete. 

424. Should a train pass a block station in two or more parts, 
the signalman must stop all trains running in the same direction 
and notify the signalman at the next block station in advance. 
A signalman having received this notice must stop any train run¬ 
ning in the opposite direction. The Stop-signal must not be dis¬ 
played to the engineman of the divided train if the train can be 
admitted to the block in advance under Block Signal Rules; but 
the Train-parted Signal must be given. Should a train in either 
direction be stopped, it may be permitted to proceed when it is 
known that its track is not obstructed. 

425. A signalman informed of any obstruction in a block must 
immediately notify the signalman at the other end of the block 
and each must display Stop-signals to all trains that may be 
affected and must not permit any train to proceed until it is 
known that its track is not obstructed. 

426. When a train takes a siding the signalman must know 
that it is clear of the block before giving 2 or displaying a Clear- 
signal for that block. 

The signalman must obtain control of the block before per¬ 
mitting a train on a siding to re-enter the block. 



252 


Block Signal Rules. 

427. To permit a train to cross over or return, unless otherwise 
provided, the signalman must examine the block record, and if 
all the blocks affected are clear of approaching trains he must 
arrange with the signalman at the next block station in each 
direction to protect the movement, and when the proper signals 
have been displayed permission may be given. Until the block is 
clear no train must be admitted in the direction of the cross-over 
switches except under a Caution-signal or with a Caution Card 
(Form B). 

All cross-over movements must be entered on the block records. 

428. When, as provided in Rule 464, coupled trains have been 
separated, the signalman must regard each portion as an inde¬ 
pendent train. 

429. If necessary to stop a train for which a Clear or Caution 
Home (or Advance) Block Signal has been displayed and accepted, 
the signalman must give hand signals in addition to displaying 
the Stop-signal. 

430. A signalman having orders for a train must display the 
block signal at Stop. He may permit trains so stopped to proceed 
under Block Signal Rules after complying with Rules for Move¬ 
ment by Train Orders. 

431. (A). If from the failure of block signal apparatus the 
block signal cannot be changed from the normal indication, a 
signalman having information from the signalman at the next 
block station in advance, that the block is clear, may admit a 
train to the block by the use of a Clearance Card (Form C). 

431 (B). If, from the failure of block signal apparatus, the 
block signal cannot be changed from the normal indication, a 
signalman, having information from the signalman at the next 
block station in advance that the block is clear, may admit a 
train to the block by the use of a Clearance Card (FormC) ; or 
if the block is occupied by a train, other than an opposing train 
or a passenger train, he may admit a following train by the use 
of a Caution Card (Form B). 

432. If, from any cause, a signalman be unable to communicate 
with the next block station in advance, he must stop every train 
approaching in that direction. Should no cause for detaining the 
train be known, it may then be permitted to proceed with a Caution 

Card (Form D), provided - minutes have elapsed since the 

passage of the last preceding train. 

Note to Rule 431 (A). -Rule 431 (A) is for absolute block. 

Note to Rule 431 (B).—Rule 431 (B) is for permissive block. 





253 


Block Signal Rules. 

433. Signalmen must have the proper appliances for hand signal¬ 
ing* ready for immediate use. Hand signals must not be used 
when the proper indication can be displayed by the block signals, 
except as provided in Rule 429, 442 or 475. When hand signals 
are necessary they must be given from such a point and in such a 
way that there can be no misunderstanding on the part of engine- 
men or trainmen as to the signals, or as to the train or engine 
for which they are given. 

434. Signalmen will be held responsible for the care of the 
block station, lamps and supplies; and of the signal apparatus, 
unless provided for otherwise. 

435. Lights within block stations must be so placed that they 
cannot be seen from approaching trains. 

436. Lights must be used upon all block signals from sunset to 
sunrise and whenever the signal indications cannot be clearly seen 
without them. 

437. If a train over runs a Stop-signal, the fact must be reported 

to -.f 

438. If a Stop-signal is disregarded, the fact must be reported 

to the next block station in advance and then to-.f 

439. To open a block station the signalman must give 8 to the 
next block station in each direction and record the trains that are 
in the extended block. He must then display the normal signal 
indication and notify the next block station in each direction that 
the block station is open. 

When trains, which were in the extended block when the block 
station w T as opened and which had passed his block station before 
it was opened, clear the block in advance he must repeat the 
record to the block station in the rear. 

440. A block station must not be closed except upon authority 

of-.f 

* 

« 

441. A block station must not be closed until the block in each 
direction is clear of all trains. 

To close a block station, the signalman must give 9 to the next 
block station in each direction and when he receives 13 enter it 
on his block record, with the time it is received from each block 
station. 


Note to Rule 433.—* Hand signaling includes the use of lamp, flag, 
torpedo and fusee signals, 
t Designated official. 







254 


Block Signal Rules. 

The block signals must then be -, all lights extinguished, 

and the block wires and circuits arranged to work through the 
closed block station. 

442. When a block station is open at an irregular hour, signalmen 
must use hand signals, in addition to block signals, to give the 
required indications uncil all trains have passed which have not 
been notified by train order or by special instructions that the block 
station is open. Signalmen must take special precautions to call 
the attention of trains approaching the block station to the indica¬ 
tions of the block signals. 

443. Signalmen must not permit unauthorized persons to enter 
the block station. 


ENGINEMEN AND TRAINMEN. 

461. Block signals for a track apply only to trains running with 
the current of traffic on that track. 

462. Trains must not pass a Stop-signal without receiving a 
Caution Card (Form B or D), a Clearance Card (Form C) or a 
train order authorizing them to do so. 

463. An engineman holding a Caution Card (Form D) must 
deliver it to the signalman at the next block station and person¬ 
ally obtain from him permission to proceed. 

464. Unless directed by special instructions, when two or more 
trains have been coupled and so run past any block station, they 
must be uncoupled only at a block station and the signalman 
notified. 

465. When a train takes a siding it must not again enter the 
block without the permission of the signalman. 

466. Unless otherwise provided, when it is necessary for a train 
to cross over, the conductor before crossing or returning, must 
notify the signalman and obtain permission to do so. 

467. Enginemen and trainmen must not proceed on hand signals 
as against block signals. 

468. The engineman of a train which has parted must sound 
the whistle signal for Train-parted on approaching a block station. 

469. An engineman receiving a Train-parted signal from a sig¬ 
nalman must answer by the whistle signal for Train-parted. 

470. When a parted train has been recoupled the signalman 
must be notified. 

471. If there is an obstruction between block stations notice 
must be given to the nearest block signalman. 

Note to Rule 441.—The arrangement of the block signals under the 
third paragraph of Rule 441 is left for each road to determine in accord¬ 
ance with its local requirements. 





255 


Block Signal Rules. 

472. If a train is held by a block signal to exceed - min¬ 

utes, the conductor must ascertain the cause. 

473. Conductors must report to -* any unusual detention 

at block stations. 

474. A block station must not be considered as closed, except 
as provided on time-table or by special instructions. 

475. When a block station is open at an irregular hour, the re¬ 
quired block indications will be given by hand signals, in addition 
to block signals, until all trains have passed which have not re¬ 
ceived a train order or special instructions that the block station 
is open. 


Designated official. 





Form (B). 

(name) .COMPANY. 


256 


Block Signal Rules. 


Q 

Ph 

o 

& 

o 

o 


o 

C5 


£ 

o 

t-H 

H 

< 

H 

m 

a 

o 

o 

PQ 


o 

oS 

S-. 


G 

o 


o 


as 


£ 

< 

s 

w 

£ 

HH 

o 

£ 

W 

o 

H 


r G 

g 

<G 


bo 

G 

4-> 

o 

0) 

a 

x 

o» 

c 

o 

• P“H 

-t-J 

G 

cS 

o 


T3 

O 

o> 

o 

o 

3 m 

a 

>» 

a 


3 

O 


Vh 

C3 

JO 

O . 
-i-5 TS 
O <X> 
r* -M 
^ O 
3 

^ OT 

Jo 

o 

oS 

Sh 

4-J 


OT 


£ 

3 


1 

Oj 

•«* 

PQ 


<D & 
rG O 
-P> 4-> 

>> “ 

^2 

CD T3 

G g 

.5PS 
co a 
_. 0) 

G a 

+-> "o 
3 H 
° G 

o 

o 

S ^ 

^ <D 
>>"3 

?H § 

CD G 

O G 
£, ’3 

a j_ . 

% O q 
« rjr5 

0:3^ 

‘G ^ _S 

rC 4JrP 

+-> *r; 
bo ^ G 

> o g 

• i—i o g 

o o 
o o O 

O ^ -5 

A/. 

* c >» “ 

ss° 

o * g* 
G C § 
c3 


bo e 
G G _ 

-M 

Sjg 

• I—I I-i—I 

zn zn 


T3 

t* 

O 

£ 

<v 


*h 

O 

-*-> 

o 

p 

73 

C 

o 

« 

0) 

-C 


o 

-M 

to 

T3 

o 

p 

o 

• FN 

-M 

P 

rt _; 

o £ 

a> o 

> «t-t 

• »—« -V 

to* 


r o'~ 

0) T3 

i-. 0) 

••— +J 

CO 
<D 

'O 


cj 


M 


4-> O 

C 

<x>"" 

v. <i> 

a; X5 

'S >i 
> a 

CO £ 
'p ^ 
p 

o b; 

c p 

O rQ 
* c 
o 
o 


















COMPANY. 


257 


Block Signal Rules. 


u 

s 

a 

o 

Cn 


w 

S 

2 


Q 

Ph 

o 

o 

ps 

w 

o 



4 


















COMPANY. 


258 


Block Signal Rules. 


o 

05 




£ 

o 

►—I 

< 

H 

m 

w 

o 

o 

-r 

PQ 


• • 

o 

g 


g 

o 


o 

£ 

c 

• ^H 

G 

Sh 

4-> 

* 

£ 

<U 

£ 

w 

HH 

O 

£ 

W 


o 

H 


G 

O 

rH 

+J 

G 

G 

o 


rG 

-M 

• rH 
£ 


T3 

0) 

o> 

o 

o 

u 

a 

C$ 

a 

G 

O 

>H 


T3 

0) 


G 

<D r O 
> CD 
03 

r- 1 . O 

*z g 

G G 
.G co 

+-> O 

Go 

O w 
•G^ 

5 o 

|g 

s£ 

8« 

»H 

O o 

4_> 

OG 

G bfl 
G G 
®+3 

^ a> 
a 
x 

<D 


ss 

O 


o 

§ 

05 

•«S> 

&Q 


2 ^ 
rG O 
4-> W 

>> M 
^ O 

15'G 

G g 

*S 

co p, 

G p, 

G 

G 2 

° G 
"G o 
jd o 

CC G 
^ <D 
>>^3 

r—H r-+ 

u G 

<D G 

a r - 1 

2-1 
»2 . 

^ a 

h Q> o 

G riG 

a-tS^o 

rG -M rG 

4-> *r; -t- 3 

bG > G 
G rrt ^ 

• G CU.O 

a> o 43 
o o o 
<D G o 
^ a u 

* c >» w 

11 ° 
§ * b 
.2 § ^ 
5P 

C C O 
W 

G % 
b€ _§ 

• rH r 

CQ CO 




*0n roads where it is desired to give Caution Cards to the conductor, the word 
conductor” may be incorporated in the form. 














259 


Block Signal Rules. 


AUTOMATIC BLOCK SYSTEM. 

A series of consecutive blocks controlled by block signals oper¬ 
ated by electric, pneumatic or other agency, actuated by a train or 
by certain conditions affecting the use of a block. 


REQUISITES OP INSTALLATION. 

1. Signals of prescribed form, the indications given by not more 
than three positions; and, in addition, at night by lights of pre¬ 
scribed color. 

2. The apparatus so constructed that the failure of any part 
controlling the Home Block Signal will cause it to indicate—Stop. 

3. Signals, if practicable, either over or upon the right* of and 
adjoining the track upon which trains are governed by them. 
For less than three tracks, signals for trains in each direction may 
be on the same signal mast. 

4. Semaphore arms that govern, displayed to the right of the 
signal mast as seen from an approaching train. 

5. Switches in the main track so connected with the block sig¬ 
nals that the Home Block Signal in the direction of approaching 
trains will indicate Stop when the switch is not set for the main 
track. 


6. Signal connections and operating mechanism so arranged that 

a Home Block Signal will indicate Stop after the -f of a 

train shall have passed it. 

* Where a road is operated with the current of traffic to the left the 
block signals may be placed upon the left, 
j- The front, or rear. 






260 


Block Signal Rules. 


ADJUNCTS. 

The following may be used: 

(A) Distant Block Signals* connected with corresponding Home 
Block Signals and so constructed that the failure of any part 
controlling the signal shall cause it to indicate—Caution. 

(B) Track Circuits. 

(C) Indicators at main track switches. 


* When Distant Block Signals are used the following should be added 
to Rule 501 : 

DISTANT BLOCK SIGNALS. 


Signal. 

Occasion for Use. 

Indication. 

Name. 

Color. 

The Signal will 
appear when 

For enginemen and 
trainmen. 

As used in 
rules. 

( d) - 

Home signal is at (a) 
or track obstructed 
between distant and 
home signal. 

Proceed with caution 
to the home signal. 

Caution-signal. 

(<?) - 

Home signal is at (c). 

Proceed. 

Clear-signal. 


Where the semaphore is used, the governing arm is displayed to 
the right of the signal mast as seen from an approaching train, and the 
indications are given by positions : 


Horizontal as the equivalent of ( d). 

Vertical or Diagonal - (angle above or below the horizontal) as 

the equivalent of ( e ). 

Where a single disc is used for two indications these are given by 

position of a - (color) disc as seen from an approaching train. 

Disc displayed as the equivalent of (<f). 

Disc withdrawn as the equivalent of ( e ). 





















261 


Block Signal Rules. 


RULES. 


501. HOME BLOCK SIGNALS. 


Signal. 

Occasion for Use. 

Indication. 

Name. 

Color. 

The signal will ap- 

For enginemen and 

As used in 

pear when 

trainmen. 

rules. 

(a) Red. 

(fe) - 

(c) - 

Block is not clear. 

Block is clear. 

Second block In ad¬ 
vance is not clear. 

Block is clear. 

Stop. 

Approach next home 
signal prepared to 
stop. 

Proceed. 

Stop-signal. 
Caution-signal. 

Clear-signal. 


Where the semaphore is used, the governing arm is displayed 
to the right of the signal mast as seen from an approaching train, 
and the indications are given by positions: 


Horizontal as the equivalent of (a). 

Diagonal -* * as the equivalent of (&). 

Vertical or Diagonal -* as the equivalent of (c). 

Where a single disc is used for two indications these are given 
by position of a -f disc as seen from an approaching train: 

Disc displayed as the equivalent of (a). 

to 

Disc withdrawn as the equivalent of (c). 

502. Block Signals control the use of the blocks, but, unless 
otherwise provided, do not supersede the superiority of trains; 
nor dispense with the use or the observance of other signals 
whenever and wherever they may be required. 

503. Block Signals for a track apply only to trains running with 
the current of traffic on that track. 

504. When a train is stopped by a block signal, it may proceed 
when the signal is cleared. If not immediately cleared, it may 
proceed— 

General Note.— The Committee has found it desirable to leave blanks 

(-) in certain rules to be filled by each road adopting them, as may 

best suit its own requirements. 

Notes to Rule 501.— 

* Angle above or below the horizontal. 

t Color. 


























262 


Block Signal Rules. 

(A) On single track, preceded by a flagman to the next Clear 
signal; 

Or— 

(B) On double track at once with caution. 

505. When a block signal is out of service the fact will be % 

indicated by -. 

Trains finding a block signal out of service must, unless other¬ 
wise directed, proceed with caution to the next block signal. 

506. When a train is stopped by a block signal which is evi¬ 

dently out of order, and not so indicated, the fact must be re¬ 
ported to-.* 

507. Lights must be used upon all block signals from sunset to 
sunrise, and whenever the signal indications cannot be clearly seen 
without them. 

• Designated official. 








263 


CODE OF 

\ 

INTERLOCKING RULES. 


ADOPTED OCTOBER 24, 1900 
WITH AMENDMENTS AGREED TO MAY 19, 1909. 



264 


DEFINITIONS. 

Interlocking. —An arrangement of switch, lock and signal appli¬ 
ances so interconnected that their movements must succeed each 
other in a pre-determined order. 

Interlocking Plant. —An assemblage of switch, lock and sig¬ 
nal appliances, interlocked. 

Interlocking Station. —A place from w’hich an interlocking 
plant is operated. 

Fixed Signal. —A signal of fixed location indicating a condition 
affecting the movement of a train. 

Interlocking Signals. —The fixed signals of an interlocking 
plant. 

Home Signal. —A fixed signal at the point at which trains are 
required to stop when the route is not clear. 

Distant Signal.—A fixed signal used in connection with a 
home (and advance) signal to regulate the approach thereto. 

Advance Signal.—A fixed signal used in connection with the 
home signal, to facilitate the movements within an interlocking 
plant. 

Dwarf Signal. —A low fixed signal. 


265 


Interlocking Rules. 


REQUISITES OF INSTALLATION. 

1. Signals of prescribed form, the indications given by not more 
than three positions; and, in addition, at night by lights of pre¬ 
scribed color. 

2. The apparatus so constructed that the failure of any part 
directly controlling a signal will cause it to display the normal 
indication. 

3. Signals, if practicable, either over or upon the right of and 
adjoining the track to which they refer.* 

4. Semaphore arms that govern, displayed to the right of the 
signal mast as seen from an approaching train. 

5. The normal indication of Home Signals—Stop. 

C. The interlocking of signals with switches, locks, railroad 
crossings, or drawbridges, so that a Clear-signal cannot be dis¬ 
played unless the route to be used is clear and Stop-signals dis¬ 
played for all conflicting routes. 

7. Interlocked levers, or their equivalent, by which switches, 
locks and signals are operated. 

8. The interlocking of switches, locks, railroad crossings, draw¬ 
bridges and signals through levers, or their equivalent. 

9. The apparatus so constructed that the failure of any part 
directly controlling a switch or lock will prevent the display of 
a Clear-signal (or a Caution Home or Advance Signal). 

10. Facing point locks, or their equivalent, for all switches in 
main routes. 

11. Detector bars, or their equivalent, for all interlocked 
switches. 

12. Pipe, or its equivalent, compensated for changes In tem¬ 
perature, for connecting levers, in mechanical interlocking, with 
switches and locks. 

13. Latch locking, or its equivalent. 

14. The established order of interlocking such that: 

A Clear or Caution Home Signal cannot be displayed until 
derails or diverging switches, if any, in conflicting routes are in 
their normal position, and the switches for the required route 
are set and locked: 

* Where a road is operated with the current of traffic to the left the 
Interlocking signals may be placed upon the left. 



266 


Interlocking Rules. 

The display of a Clear or Caution Home Signal shall lock all 
switches and locks in the route as far as the point to which 
such signal gives permission to proceed, locking all opposing or 
conflicting signals. The display of a Clear Home Signal shall 
release the corresponding Distant Signal: 

Where Distant Signals are used, the display of a Clear Distant 
Signal shall lock the Home (and Advance) Signal in the clear 
position. 

15. Interlocking and Block Signals, interconnected, where both 
are operated from the same station. 


ADJUNCTS. 


The following may be used: 

(A) Distant Signals* interlocked with Home (and Advance) 
Signals; normal indication—Caution. 

(B) . Advance Signalsf interlocked with Distant Signals, if used; 
normal indication—Stop. 

(C) Dwarf Signals; normal indication—Stop. 

(D) Bolt locking of switches, or its equivalent, by signal con¬ 
nections. 

(E) Derails, or diverging switches, for railroad crossings, 
drawbridges, junctions, and in sidings connected with the run¬ 
ning tracks; normal position—Open. 


* When Distant Signals are used the following should be added to 
Rule 601: 


DISTANT SIGNALS. 


Signal. 

Occasion for Use. 

Indication. 

Name. 

Color. 

The signal will be dis¬ 
played when 

For enginemen and 
trainmen. 

As used In 
rules. 

(d) - 

Home signal at (a). 

Proceed with caution 
to the home signal. 

Caution-signal. 

(e) - 

Home signal at (c). 

Proceed. 

Clear-signal. 


Where the semaphore is used, the governing arm Is displayed to the 
right of the signal mast as seen from an approaching train, and the 
Indications are given by positions: 


Horizontal as the equivalent of ( d ). 

Vertical or Diagonal - (angle above or below the horizontal) as 

the equivalent of ( e ). 

Rule 611 also should be changed to read, “The normal Indication of 
Home Signals is Stop; of Distant Signals is Caution.” 

t When Advance Signals are used, that name should be added to the 
caption of Rule 601 so as to read “Home and Advance Signals,” and 
Rule 611 should be changed to read “The normal indication of Home 
and Advance Signals is Stop.” 






















267 


Interlocking Rules. 

(F) Electric locking of derails, facing point switches and 
drawbridges so that they cannot be opened after a train has 
passed the clear Distant Signal until the train has passed over 
them. 

(G) Detector bars, or their equivalent, at railroad crossings 
and junctions. 

(H) Repeaters, audible or visible, to indicate the position of 
signals to the signalman operating them. 

(J) Annunciators indicating the approach of a train, or for 
other purposes. 

(K) Route Indicators. 

(L) Torpedo Placers. 

(M) Screw Release. 


268 


Interlocking Rules. 


RULES. 


601. 

HOME 

SIGNALS. 


Signal. 

Occasion for Use. 

Indication. 

Name. 

Color. 

The signal will be dis¬ 
played when 

For enginemen and 
trainmen. 

As used in 
rules. 

(a) Red. 

(b) -- 

(c) 

Route is not clear. 
Route is not clear. 
Route is clear. 

Stop. 

Proceed with caution. 
Proceed. 

Stop-signal. 

Caution-signal. 

Clear-signal. 


Where the semaphore is used, the governing arm is displayed 
to the right of the signal mast as seen from an approaching train, 
and the indications are given by positions: 


Horizontal as the equivalent of (a). 

Diagonal -* as the equivalent of (b). 

Vertical or Diagonal -* as the equivalent of (c). 

602. Interlocking signals, unless otherwise provided, do not 
supersede the superiority of trains; nor dispense with the use 
or the observance of other signals whenever and wherever they 
may be required. 


SIGNALMEN. 

611. The normal indication of Home Signals is Stop. 

612. Levers, or other operating appliances, must be used only 
by those charged with that duty and as directed by the rules. 

613. Signal levers must be kept in the position displaying the 
normal indication, except when signals are to be cleared for an 
immediate train or engine movement. 

614. When the route is clear the signals must be cleared suffi¬ 
ciently in advance of approaching trains to avoid delay. 

615. Signals must be restored so as to display the normal indi¬ 

cation as soon as the train or engine for which they were cleared 
has passed-.f 

General Note.— The Committee has found it desirable to leave blanks 

(-) in certain rules to be filled by each road adopting them, as may 

best suit its own requirements. 

Note to Rule 601.—* Angle above or below the horizontal. 

t A limit to be fixed by each road to suit its conditions. 























269 


Interlocking Rules. 

616. If necessary to change any route for which the signals 
have been cleared for an approaching train or engine, switches 
must not be changed or signals cleared for any conflicting route 
until the train or engine, for which the signals were first cleared, 
has stopped. 

617. A switch, or facing point lock, must not be moved when 
any portion of a train or an engine is standing on, or closely 
approaching, the switch or detector bar. 

618. Levers must be operated carefully and with a uniform 
movement. If any irregularity, indicating disarranged connec¬ 
tions, is detected in their working, the signals must be restored so 
as to display the normal indication and the connections examined. 

619. During cold weather the levers must be moved as often 
as may be necessary to keep connections from freezing. 

620. If a signal fails to work properly its operation must be 
discontinued and until repaired the signal secured so as to display 
the normal indication. 

621. Signalmen must observe, as far as practicable, whether 
the indications of the signals correspond with the: positions of 
the levers. 

622. Signalmen must not make nor permit any unauthorized 
repairs, alterations or additions to the plant. 

623. If there is a derailment or if a switch is run through, or 
if any damage occurs to the track or interlocking plant, the sig¬ 
nals must be restored so as to display the normal indication, and 
no train or switching movement permitted until all parts of the 
interlocking plant and track liable to consequent injury have 
been examined and are known to be in a safe condition. 

624. If necessary to disconnect a switch from the interlocking 
apparatus the switch must be securely fastened. 

625. During storms or while snow is drifting special care 

must be used in operating switches. If the force whose duty 
it is to keep the switches clear is not on hand promptly when 
required, the fact must be reported to -.* ' • 

626. When switches or signals are undergoing repairs, signals 
must not be displayed for any movements which may be affected 
by such repairs, until it has been ascertained from the repairmen 
that the switches are properly set for such movements. 


Designated official. 









270 


Interlocking Rules. 

627. Signalmen must observe all passing trains and note 
whether they are complete and in order; should there be any 
indication of conditions endangering the train, or any other train, 
the signalman must take such measures for the protection of 
trains as may be practicable. 

628. If a signalman has information that an approaching train 
has parted he must, if possible, stop trains or engines on con¬ 
flicting routes, clear the route for the parted train, and give the 
Train-parted signal to the engineman. 

629. Signalmen must have the proper appliances for hand sig¬ 
naling* ready for immediate use. Hand signals must not be 
used when the proper indication can be displayed by the inter¬ 
locking signals. When hand signals are necessary they must be 
given from such a point and in such a way that there can be no 
misunderstanding on the part of enginemen or trainmen as to the 
signals, or as to the train or engine for which they are given. 

630. If necessary to discontinue the use of any interlocking sig¬ 
nal, hand signals must be used and-f notified. 

631. Signalmen will be held responsible for the care of the 
interlocking station, lamps and supplies; and of the interlocking 
plant, unless provided for otherwise. 

632. Lights within interlocking stations must be so placed that 
they cannot be seen from approaching trains. 

633. Lights must be used upon all interlocking signals from 
sunset to sunrise and whenever the signal indications cannot be 
clearly seen without them. 

634. If a train or engine over runs a Stop-signal, the fact must 

be reported to-.f 

635. Signalmen must not permit uuauthorized persons to enter 
the interlocking station. 


ENGINEMEN AND TRAINMEN. 

661. Trains or engines must be run to but not beyond a signal 
indicating stop, except as provided in Rule 663. 

662. If a Clear or Caution-signal, after being accepted, is changed 

to a Stop-signal before it is reached, the stop must be made at 
once. Such occurrence must be reported to-.f 

Note to Rule 629.—* Hand signaling includes the use of lamp, flag, 
torpedo and fusee signals. 

t Designated official. 







271 


Interlocking Rules. 

663. Enginemen and trainmen must not proceed on hand signals 
as against interlocking signals until they are fully informed of 
the situation and know that they are protected. 

Trainmen must not give proceed hand signals which conflict with 
interlocking signals. 

664. The engineman of a train which has parted must sound the 
whistle signal for Train-parted on approaching an interlocking 
plant. 

665. An engineman receiving a Train-parted signal from a 
signalman must answer by the whistle signal for Train-parted. 

666. When a parted train has been re-coupled the signalman 
must be notified. 

667. Sand must not be used over movable parts of au inter¬ 
locking plant. 

668. Conductors* must report to -f any unusual detention 

at interlocking plants. 

669. Trains or engines stopped by the signalman in making a 
movement through an interlocking plant, must not move in either 
direction until they have received the proper signal from him. 


REPAIRMEN. 

681. Repairmen are responsible for the inspection, adjustment 
and proper maintenance of all the interlocking plants assigned to 
their care. 

682. When the condition of switches or track does not admit 

of the proper operation or maintenance of the interlocking plaut, 
the fact must be reported to -.f 

683. When any part of an interlocking plant is to be repaired 
a thorough understanding must first be had with the signalman, 
in order to secure the safe movement of trains and engines during 
repairs. The signalman must be notified when the repairs are 
completed. 

* Or enginemen of yard engines. 

t Designated official. 







272 


% 


Interlocking Rules. 

684. If necessary to disconnect any switch it must be securely 
fastened before any train or engine is permitted to pass over it. 

685. Alterations or additions to an interlocking plant must not 

be made unless authorized by -.* 


• Designated official. 




273 


CODE OF 

AIR BRAKE AND TRAIN AIR 
SIGNAL RULES. 


Adopted April 22, 1908. 


274 


AIR BRAKES. 

DEFINITIONS. 

Air Brake. —An arrangement of train brakes operated by com¬ 
pressed air. 

Straight Air Brake. —An arrangement of air brakes in which 
compressed air is stored only in a main reservoir on the engine, 
the brakes being applied by admitting the compressed air into 
the brake pipe and brake cylinders, and released by exhausting 
the brake pipe and brake cylinder pressure to the atmosphere. 

Plain Automatic Brake. —An arrangement of air brakes in 
which the compressed air is stored in the reservoirs on the engine, 
brake pipe and auxiliary reservoir on each car, the brakes being 
applied by reducing the brake pipe pressure and released by 
restoring that pressure. The parting of the train or the bursting 
of the air hose or brake pipe will apply the brakes automatically. 

Quick Action Automatic Brake. —An arrangement of air brakes 
in which the functions of the plain automatic brake are supple¬ 
mented by appliances so designed that a quick reduction of the 
brake pipe pressure will give a more prompt and full application 
of the brakes. 

High Speed Brake.—A quick action automatic brake so arranged 
as to permit a high initial brake cylinder pressure, and to then 
automatically reduce it. 

Air Pump. —A pump on the engine for compressing the air used 
in operating the air brakes and train air signals. 

Pump Governor. —An appliance used to control the air pump 
when the pressure is attained for which the governor is set. 

Main Reservoir. —A receptacle on the engine for storing the 
main supply of compressed air. 

Engineman’s Brake Valve. —A valve used to control the admis¬ 
sion to and discharge of air from the brake pipe. 

Duplex Air Gauge.—A gauge used to indicate pressures car¬ 
ried in the main reservoir and brake pipe. 

Brake Pipe. —The pipes, hose, couplings, angle and stop cocks 
for distributing compressed air to auxiliary reservoirs and through¬ 
out the train. 

Auxiliary Reservoir. —A receptacle used on each car or tender 
for storing compressed air. 


275 


Brake Cylinder. —A cylinder, with piston, piston rod and con¬ 
nections, etc., into which compressed air is admitted to apply the 
brakes. 

Triple Valve.— An appliance used ou each engine and car for 
regulating the distribution of compressed air between the brake 
pipe, auxiliary reservoir, brake cylinder and the atmosphere. 

Cut-Out Cock.—A n appliance used for cutting out the air brake 
on any car or engine. 

Double-Heading Cock. —An appliance on the engine for use 
when double heading. 

Release Valve. —An appliance for bleeding the auxiliary res¬ 
ervoir. 

Pressure Retaining Valve. —A valve designed to retain a 
portion of the pressure in the brake cylinders while the auxiliary 
reservoir is being recharged. 

Reversing Cock. —An appliance on the engine used to regulate 
the different air pressures required in the brake pipe for quick 
action, automatic or high speed brakes. 

Automatic Slack Adjuster. —An appliance for automatically 
regulating the brake cylinder piston travel. 

Conductor’s Valve. —A valve by which the air brakes can be 
applied from a car. 

Service Application. —The application of the air brakes as 
ordinarily made in reducing speed or stopping the train. 

Emergency Application. —The application of the air brakes as 
made when it is desired to stop the train in the shortest possible 
distance. 


TRAIN AIR SIGNALS. 


DEFINITIONS. 

Air Signal. —An appliance used on passenger trains by which 
signals are given to enginemen from any part of the train. 

Signal Pipe. —The pipe, hose, couplings and stop cocks, for dis¬ 
tributing compressed air throughout the train. 

Reducing Valve. —A valve which regulates the signal pipe 
pressure. 

Car Discharge Valve. —A valve by which signal pipe pressure 
reductions are made to operate the whistle signal valve. 

Whistle Signal Valve. —A valve which responds to signal pipe 
pressure reductions and regulates blasts of the air whistle. 

Air Whistle. —A whistle on the engine through which signals 
are conveyed from the cars to the engineman. 


AIR BRAKES. 

REQUISITES OF INSTALLATION.* 

1. The apparatus so constructed that all air brakes of a train 
can be operated by the engineman. 

2. The apparatus so constructed that all cars equipped with 
automatic air brakes can be operated together. 

3. The apparatus so constructed that if the train should part it 
will cause the application of the air brakes. 

4. The apparatus so constructed that a failure of the brake pipe 
will immediately be indicated to the engineman. 

5. A release valve on each car. 

G. A conductor’s valve on each passenger car. 

7. A cut-out cock on each car. 

* As the straight air brake is now rarely used except on engines these 
requisites apply to the various automatic brakes. 



277 


ADJUNCTS. 

The following may be used: 

(A) Pressure Retaining Valve. 

(B) Automatic Slack Adjuster. 

(C) Back-up Hose. 

(D) Warning Whistle for Back-up Hose. 


TRAIN AIR SIGNALS. 

REQUISITES OF INSTALLATION. 

1. The apparatus so constructed that all cars equipped with 
train air signals can be operated together. 

2. The apparatus so constructed that the parting of the train 
will cause it to give an indication to the engineman. 

3. A car discharge valve on each car equipped with train air 
signals. 


278 


AIR BRAKE AND TRAIN AIR SIGNAL RULES. 

GENERAL. 

3001. In passenger trains all cars must be equipped with air 
brakes and train air signals, which must be coupled and connected 
with the engine. 

1002. In freight trains at least-* per cent, of the total num¬ 

ber of cars must be equipped with air brakes, which must be 
coupled and connected with the engine. 

1003. When an engine has been coupled to a train and before 
leaving the initial point of its run, all air brakes which are con¬ 
nected must be tested by a service application and the brakes 
released only when the proper signal is given. This test must 
be repeated whenever the air connections have been separated, 
except when switching in yards. On trains equipped with air 
signals, the release signal must be given from the rear car. 

1004. A passenger train must not leave a terminal or division 

point with brakes upon any car cut out or in defective condition, 
without permission of the -. 

1005. When back-up hose is used, its connection must be tested 
by making reduction of brake-pipe pressure before train is moved. 

A passenger train should not be backed any considerable dis¬ 
tance without suitable back-up hose, or its equivalent, and a 
trainman on the rear platform. 


ENGINEMEN. 

1011. When taking charge of an engine, the engineman must 
see that the air brake and train air signal apparatus on the 
engine and tender is in good order, and at the end of the run 
must inspect the apparatus and report any defects. 

1012. When double-heading, the engineman of the leading engine 
should operate the brakes; but this will not apply to helping 
engines coupled to the head of the train. 

1013. When retaining valves are to be used, understanding 
must be had between the engineman and trainmen as to the 
number to be used. 

* This blank to be filled in by each road In accordance with Its 
requirement. 






279 


Air Brake and Train Air Signal Rules. 

1014. Should the air brakes become ineffective, the engineman 
must notify the conductor at once and the use of hand brakes 
must be arranged for. 

1015. Should the air brakes be applied suddenly, from any 
unknown cause, steam must be shut off at once and the brake- 
valve handle placed in the lap position. 

TRAINMEN. 

1051. When making up a train, all hose connections must be 
coupled and all angle cocks opened except the one on the rear 
of the last car on which the air brake is to be used. 

The release cocks on the auxiliary reservoirs must be closed, 
the handles of the pressure-retaining valve set properly, the cars 
cut in and the hand brakes released before air brakes are tested. 

1052. When a test application of the air brakes is made, train¬ 
men must see that they are all set properly; must give the proper 
signal for releasing the brakes and see that they are all released. 

1053. An air brake which cannot be made effective must be 
cut out, and the engineman notified. 

1054. When uncoupling hose connections, both angle cocks must 
be closed and hose uncoupled by hand. 

1055. Air brakes must not be depended upon to hold a train 
or car when the engine is detached. Hand brakes must be used 
for that purpose. 

1056. Should an engineman of a passenger train whistle for 
brakes, a conductor’s valve must be opened quickly, kept opened 
until the train is stopped and then closed. If no air escapes 
when the valve is opened, hand brakes must be applied. 

1057. On the failure of the air brake apparatus, an understand¬ 
ing must be had with the engineman, and the use of hand brakes 
arranged for. 

1058. Failure of the air brakes, requiring the use of hand 

brakes, must be reported by the conductor to the-from the 

first telegraph station. 

1059. Trainmen must report to the - all defects found in 

the air brakes, brake connections or train air signal apparatus. 

1060. When retaining valves are to be used understanding must 
be had between the engineman and trainmen as to the number 
to be used. 

ENGINE-HOUSE FOREMEN. 

1101. Engine-house foremen must have engine and tender air 
brake and air signal apparatus inspected and required repairs 
made before each trip. 




280 


Air Brake and Train Air Signal Rules. 

INSPECTORS. 

1121. When making up a train, all hose connections must be 
coupled and all angle cocks opened, except the one on the rear 
of the last car on which the air brake is to be used. 

The release cocks on the auxiliary reservoirs must be closed, 
the handle of the pressure-retaining valve set properly, the cars 
cut in and the hand brakes released before air brakes are tested. 

1122. When a test application of the air brakes is made, the 
inspector must see that they are all set properly. He must give 
the proper signal for releasing the brakes and see that they are 
all released. 

1123. An air brake which cannot be made effective must be cut 
out, and the engineman notified. 

1124. Inspectors must report to the- all defects found in 

the air brakes, brake connections or train air signal apparatus 
which cannot be repaired at the time. 

1125. Inspectors must inform the conductor and engineman 
when the tests are completed. 




281 


CODE OF 

RULES 

GOVERNING THE DETERMINATION 

OF 

PHYSICAL AND EDUCATIONAL 
QUALIFICATIONS 

OF 

EMPLOYES. 


OPERATING DEPARTMENT. 


Adopted April 5, 1905. 




282 


RULES GOVERNING THE DETERMINATION OF 
PHYSICAL AND EDUCATIONAL QUALI¬ 
FICATIONS OF EMPLOYES. 

1. The qualifications essential in certain positions* must be 
determined by the examinations prescribed by these rules.f 

2. Application Blank, Form-must be used by candidates 

for employment and by those selected for promotion. 

3. Candidates for employment or selected for promotion must 
pass the prescribed examinations and tests before being permitted 
to enter, except temporarily, upon the duties of the position 
sought. 

4. The general mental characteristics and the bearing of the 
candidate must be noted on the application blank by the exam¬ 
iner^ 

5. Re-examinations may be ordered at any time by proper 
authority. 

6. Applications will be approved or rejected by proper authority. 

PHYSICAL EXAMINATIONS. 

VISUAL. 

QUALIFICATIONS. 

7. Examinations must develop— 

a. Sufficient acuteness of vision to clearly see the pre¬ 
scribed visible signals. 

b. Ability to clearly distinguish the colors of the prescribed 
visible signals. 

la. ACUTENESS OF VISION. 

Requisites. 

CLASS A.—ENGINEMEN, FIREMEN, CONDUCTORS, TRAIN BAGGAGEMEN, 
BRAKEMEN AND FLAGMEN IN ROAD AND YARD SERVICE. 


Entrance to Service. 

Promotion. 

Re-examination of 
those in the Service. 

r fg in one eye and 
not less than §§ in 
the other; tested 
without glasses. 

|g in one eye and 
not less than in 

the other; tested 
without glasses. 

— in one eye and 
not less than — in 
the other; tested 
without glasses. 


• These positions are to be determined by each road In accordance with 
its organization. 

t Examinations should not be made when the candidate has just come 
In from a run or been subject to unusual fatigue. 

$ Form (A) which can be used either by candidates for employment or 
for promotion Is recommended. 

) Such as confident; diffident; bright; dull; quick; slow; etc., etc. 

1 It is recommended that each road fill the blank with the figures 
which best suit its conditions and the requirements of its medical 
examiner. 










283 


Rules Governing the Determination of Physical and Educational 

Qualifications of Employes. 


CLASS B.—SIGNALMEN,* SIGNAL REPAIRMEN AND TELEGRAPHERS. 


Entrance to Service. 

Promotion. 

Re-examination of 
those in the Service. 

f{f in one eye and 
not less than f# in 
the other; tested 
without glasses. 

Not less than f# in 
one eye and not less 
than fg in the other; 
tested without 
glasses. 

— f in one eye and 
not less than —■ f in 
the other; tested 
without glasses. 


CLASS C.—OTHER EMPLOYES IN THE ENGINE, TRAIN OR YARD SERVICE, 
CAR AND ENGINE INSPECTORS, AND BRIDGE AND TRACK FOREMEN. 


Entrance to Service. 

Promotion. 

Re-examination of 
those in the Service. 

Not less than §§ in 
one eye and not less 
than f# in the other; 
tested without 
glasses. 

Not less than §§ in 
one eye and not less 
than f$ in the other; 
tested without 
glasses. 

— f in one eye and 
not less than — f in 
the other; tested 
without glasses. 


CLASS D.-CROSSING WATCHMEN. 


Entrance to Service. 


Re-examination of 
those in the Service. 

with both eyes 
open, without glasses. 


—- f with both eyes 
open, without glasses. 


In case of failure of a candidate for re-examination under 
Class A, or for entrance to service, promotion or re-examination 
under Classes B, C and D, to pass the tests when examined 
without glasses and further expert examination shows that with 
glasses the tests can be met satisfactorily, the acceptance of the 
candidate is optional. 

Equipment. 

1. A set of at least two standard cards of Snellen’s test letters 
showing letters of various sizes, from 20 to 70 inclusive. The 
letters to be arranged in different order in the corresponding lines 
of each card. 

2. A standard reading test card with matter printed in various 
type. 

3. A test spectacle frame with opaque disc. 

Adjunct. 

The following may be used if desired— 

A set of test cards showing semaphores in various positions. 

• Class B should include station agents when they are required to per¬ 
form the duties of signalmen. 

t It is recommended that each road fill the blank with the figures 
which best suit its conditions and the requirements of its medical 
examiner. 





























284 


Rules Governing the Determination of Physical and Educational 

Qualifications of Employes. 

METHOD OF TESTING. 

Letter Card Test. 

Place the candidate to be examined so that he will not face a 
strong light; cover one of his eyes with opaque disc in test frame; 
place one of the cards, at a distance of 20 feet from him, in a 
clear light, but not in direct sunlight, and direct him to read the 
letters on certain lines as selected by the examiner, including the 
line marked 20. A portion of the test card may be covered and 
the candidate required to read the remainder of the line oi 
letters, or certain letters at each end of the line may be covered 
and the candidate required to read the intervening letters. II 
he can read the letters on the line marked 20 correctly, substitute 
another card with a different arrangement of letters and test 
in a similar manner. If he reads the letters on the line marked 
20 on both cards correctly, it indicates normal vision. If he can¬ 
not read the letters on the line marked 20 direct him to read the 
lines above 20 successively until a line is found which he can read. 

Record in fractions the acuteness of vision as determined, the 
numerator being 20 (the distance at which the card is placed) 
and the denominator the number on the card showing the smallest 
sized letters that he has read correctly.* 

Repeat this test with the other eye and record the results. 

Mistakes of not more than three letters on the 20 line; two 
letters on the 30 line, and one letter on the 40 line will be consid¬ 
ered as a satisfactory reading. Other lines must be read without 
error. 

If the results of the tests are not conclusive to the examiner 
he will refer the case to the -f for decision. 

Reading Card Test. 

Direct the candidate to read certain letters or sentences from 
the standard reading test card and record the smallest size of 
print read correctly at the ordinary distance of from 14 to 18 
inches. A portion of the test card may be covered and the can¬ 
didate required to read the remainder of the paragraph. The 
candidate should be able to read the print in paragraph No. 2 of 
the Standard Card to pass the test satisfactorily. This test 

♦ If the letters on the line marked 20 can be read with each eye 
separately the record should show 20-20. If the letters on the line 
marked 20 cannot be read, and the letters on the line marked 30 can be 
read, the record should show 20-30. If the letters on the line marked 
30 eannot be read, but those on the line marked 40 can be read, the 
record should show 20-40. If the letters on the line marked 40 cannot 
be read, but those on the line marked 50 can be read, the record should 
show 20-50. If the letters on the line marked 50 cannot be read, but 
those on the line marked 70 can be read, the record should show 20-70. 

t To be filled in by each road in accordance with its organization. 







285 


Rules Governing the Determination of Physical and Educational 

Qualifications of Employes. 

should be made without glasses except at the age or uuder other 
couditious where the use of glasses is permitted. 

If the results of the tests are not conclusive to the examiner 
he will refer the case to the -* for decision. 

75. COLOR-PERCEPTION. 

Equipment. 

One set of Holmgren’s colored worsteds, as simplified by Dr. 
William Thomson, tagged for reference by lettering a, b and c and 
numbering 1 to 40. 

Group A, containing the light green skein A, the similar 
shades numbered 1, 3, 5, 7, 9, 11, 13, 15, 17 and 19, and the con¬ 
fusion shades numbered 2, 4, 6, 8, 10, 12, 14, 16, 18 and 20. 

Group B, containing the rose skein B, the similar shades num¬ 
bered 21, 23, 25, 27 and 29, and the conTusion shades numbered 
22, 24, 26, 28 and 30. 

Group C, containing the red skein C, the similar shades num¬ 
bered 31, 33, 35, 37 and 39, and the confusion shades numbered 
32, 34, 36, 38 and 40. 

Adjunct. 

The following may be used if desired— 

A lantern showing a number of colored lights which can be 
varied in size and intensity. 

METHOD OF TESTING. 

Holmgren Test. 

Place the whole number of colored worsteds on a table in good, 
clear daylight. Put the test skein A at a distance of about two 
feet from the other colors and ask the candidate being examined 
to select from the heap of colors all that look to him like the test 
skein, and place them beside it. Have him understand that he 
is not expected to find an exact match for the test skein, but that 
he is to choose all the colors that appear to him of the same 
general color as the test skein, both those that are lighter and 
those that are darker in shade. If he does not easily under¬ 
stand what is wanted, let the examiner himself select the colors; 
then, having returned them to the general heap and mixed them 
thoroughly with the rest of the colors, let him call on the can¬ 
didate being examined to repeat the selection. This demonstra¬ 
tion will not enable a candidate who is defective in his color 
perception to select the colors correctly, and he may pick out as 
looking to him like the test skein A some greens and also some 
of the gray or brown confusion colors, which will appear to him 
of the same general color as the test skein, only varying from it 


*To be filled in by each road in accordance with its organization. 




286 


Rules Governing the Determination of Physical and Educational 
Qualifications of Employes. 

in shade. Record on the form the numbers on the tags of the 
colors incorrectly selected as being similar to the test skein A , 
and also note whether the selection is prompt or hesitating, by 
writing the letter “P” or “H” on the line opposite each of the 
names of the colors as printed. Return all the colors to the heap 
and mix them together, then place the test skeins B and G suc¬ 
cessively apart from the rest and have the candidate being exam¬ 
ined select, as before, all the colors that look to him like each 
skein, and record the results as for skein A. 

No names should be mentioned in connection with any color 
in the above worsted tests, which should be based only on a 
comparison of colors. 

If the candidate being examined selects as looking like the 
green test skein A any of the reds, or as looking like the rose 
test skein B any of the greens, the candidate shall be rejected. 

If the candidate for employment selects some of the grays or 
browns as looking like the green test skein A , or some of the 
grays, blues or violets as looking like the rose test skein B, the 
candidate shall be rejected. If a candidate for promotion or re¬ 
examination makes such a selection, full report should be made 
and referred to the -* for decision. 

The selection by the candidate of one of the “colors of confu¬ 
sion” (even numbers 2 to 20) as matching test skein A, indicates 
color blindness. The failure to do this, but a manifest disposi¬ 
tion to do so, indicates feeble color perception; making correct 
selection to match test skein B, having failed to match test skein 
A, incomplete color blindness is indicated. But should he in this 
test select the purple, the green and gray shades also, or one 
of them, complete green blindness is indicated. The test with 
skein C (which is applied only to those who are color blind as 
to green or red) should be continued until the candidate under 
examination has selected the specimens of or a greater part of 
the skeins belonging to this color, or else one of several “colors 
of confusion” (even skeins 32 to 40). In this test red blindness 
is proven by the selection, besides the red shades, of olive green 
and dark brown shades of a darker quality than the red test 
skein. Green blindness is proven by the selection of similar 
confusion colors, but of a quality lighter than the red test skein. 

AURAL. 

QUALIFICATIONS. 

8. Examinations must develop ability to hear distinctly. 

Equipment. 

Adjunct. 

The following may be used if desired— 

A ratchet acoumeter. 


* To be filled in by each road in accordance with its organization. 





287 


Rules Governing the Determination of Physical and Educational 

Qualifications of Employes. 

METHOD OF TESTING. 

Place the candidate at a distance of 20 feet, with one etxr to¬ 
ward the examiner; have him close the ear furthest from the ex¬ 
aminer by placing the finger over it, then let him repeat aloud 
the words or numbers spoken in a conversational tone by the 
examiner and record the distance in feet at which they can be 
repeated correctly. Have him turn the other ear toward the ex¬ 
aminer and repeat the test. 

Candidates for employment will not be accepted unless able to 
hear ordinary conversation the full distance of 20 feet. 

No candidate for promotion or re-examination can be consid¬ 
ered to have sufficient acuteness of hearing who is unable to re¬ 
peat, with his eyes closed, words or numbers spoken in an ordinary 
conversational tone of voice at a distance of 10 feet. 

9. Re-examinations for acuteness of vision, color perception and 

hearing shall be made at periods of not less than-* years. 

10. If upon re-examination for acuteness of vision, color per¬ 
ception or hearing, an employe who has been at least -* 

years in the service, shall fail to pass the prescribed tests, if he 
so desire, he may be accorded a field test under service condi¬ 
tions. If he is able to pass the field test successfully, and upon 
the approval, after examination, by the company’s oculist, he may 
be retained in the service. 

OTHER PHYSICAL EXAMINATIONS. 

QUALIFICATIONS. 

11. Examinations must develop— 

a . Sufficient strength for the performance of the duties of 
the position. 

&. Evidence of generally satisfactory physical condition. 
c. Ability to speak without serious impediment. 

12. The examiner must record the following on the application 
blank— 

Age, 

Hight, 

Weight, 

Complexion, 

Color of eyes, 

Color of hair, 

Race and nationality of the candfdate. 


* To be filled in by each road to suit its own requirements. 






288 


Rules Governing the Determination of Physical and Educational 
Qualifications of Employes. 

13. The-* may be required to make the physical examina¬ 

tions to develop the necessary qualifications of candidates as 
prescribed by Rule 11. 

* The company’s surgeon or medical examiner. 

Note.— The following recommendations of the Academy of Railway 
Surgeons are presented as information : 

DISQUALIFYING DEFECTS. 

1. Applicants with trachoma or other inflammatory conditions of the 
eyes or with chronic discharges from the ear are disqualified. 

2. Varicose veins of both legs, or marked varicosity in one leg; phle¬ 
bitis; skin diseases, especially eczema, or even a strong tendency to it; 
loss of thumb, or loss of two Angers of one hand, disqualify the first 
class (Class A), and station baggagemen and switch tenders in the sec¬ 
ond class (Class C), while crossing flagmen, agents, operators, section 
foremen, bridge foremen, watchmen and railroad crossing flagmen, may 
be accepted with loss of thumb or loss of two fingers of one hand. 
Hernia disqualifies both classes. 

3. Unmistakable evidence of chronic alcoholism disqualifies both 
classes. 

4. Acute gonorrhoea and the primary and secondary manifestations of 
syphilis, traumatic and pathologic bubo, disqualify both classes as long 
as the symptoms are apparent. 

5. Orchitis: epididymitis; hydrocele; undescended testicle; malignant 
tumors; recurring appendicitis; old depressed fractures of the skull, or 
any fracture followed by head symptoms; spinal injuries; epilepsy; 
anteroposterior curvature; severe injuries of the back; tuberculosis; 
marked scrofulous cachexia; aneurism; necrosis; acute and chronic 
cystitis, disqualify both classes. 

6. Synovitis; arthritis; floating cartilage and impaired mobility of 
joints disqualify the first class and all of the second class, except agents 
and operators, who may be accepted if inflammation has long since sub¬ 
sided and the affected joints be free from pain. 

7. From a medical standpoint, diabetes; chronic rheumatism and gout; 
chronic diarrhoea; chronic hepatic disorders attended with jaundice, or 
those that are disabling in their nature; hepatic, cardiac or renal dropsy; 
asthma; hsemoptisis; tuberculosis; valvular disease of the heart; angina 
pectoris; evidences of organic disease of brain or spinal cord; insolation; 
inveterate neuralgia of the larger nerves, disqualify both classes. 

8. No applicant w r ho has lost an arm, leg or hand shall be accepted for 
any position whatever except by special arrangement with the Superin¬ 
tendent, Claim Department and Chief Surgeon. 

9. Under the head of disqualifying defects, surgeons will be careful to 
note any physical defects that would impair the usefulness of the appli¬ 
cant; that would be more or less aggravated by the service, or that 
would contribute to the prolongation of disability in case of injury. 

10. In order to prevent fraud in subsequent claims for personal injury, 
a careful record must be made, in the proper place, of physical defects 
which do not impair the usefulness of the applicant; that would not be 
aggravated by the service or that would not contribute to the prolonga¬ 
tion of disability in case of injury. 

11. In case the applicant does not furnish a certificate that he has been 
successfully vaccinated within three years, he should be vaccinated. 





289 


EDUCATIONAL EXAMINATIONS. 

QUALIFICATIONS. 

14. Examinations of candidates for employment as enginemen, 
conductors, train baggagemen, flagmen, signalmen, signal repair¬ 
men, telegraphers and bridge and track foremen, or of employes 
selected for promotion to those positions must develop— 

a. Ability to read. 

&. Ability to write. 

c. Knowledge of the primary rules of arithmetic when the 
duties of the position require their use. 

d. Evidence of necessary intelligence, and sufficient knowl¬ 
edge of the language used in the rules to clearly understand 
their meaning. 

METHOD OF EXAMINATION.* 

15. The candidate will be required 

a. To read aloud: 

1st. From book of rules. 

2d. Written matter in various handwritings. 

3d. Time from time-table. 

4th. Time from a watch or clock. 

1). To write: 

1st. Names of various occupations of railroad service. 

2d. Names of some of the stations on the road, and the 
time some train arrives at those stations. 

c. To work given examples in: 

1st. Addition. 

2d. Subtraction. 

3d. Multiplication. 

4th. Division. 

d. To indicate intelligence and knowledge of language by: 


* Any of these tests may be omitted when known to be unnecessary. 




290 


1st. Replying, either orally or in writing, to questions of 
a general character. 

2d. Explaining the meaning and application of one or 
more rules prescribing the duties of the position sought. 


291 

(FORM I). 


LONDON & PARIS RAILWAY COMPANY. 

APPLICATION FOR IIKSVToTtS 5 !...-. 


1. Name in full .._..... 

-• Date of birth .._.. Place of birth. 

8. Name of wife, if living (if unmarried, so state).. .,. 

Residence ._.........._____. 

Jf. Name of father and mother, if living 
-... Residence _ 


iCity, street and number.) 


4 (City, street and number.) 

5. If unmarried and parents are not living, name and address of nearest relative.. 


G. Naines and addresses of any persons dependent on you for support or to whose support you are contribute 

ing ..... . ........ 


'/. Give record of your services for last five years, giving each year in regular order down to date. State 
what railroad experience, if any, you have had, giving names of roads, in what capacity employed and 
length of service on each road. If you have not previously been employed by a railroad company, state 
by whom, when, where and how employed. 


Name of Railroad or otbar Employer. 

Town or City at which . 
Employed. 

Name of 

State. 

Present address ef. Employer. 

What was your 
Occupation 7 

Oate you entered 
their Service. 

Oate you left 
their Service. 


























































8. Have you ever been injured ? If so, when and at whap place?... .... 

How did it occur? ...—............... 

Extent of injuries? ........—..,— . 

9. Do you use intoxicating liquors?.. . If so, to what extent? ... 

ADDITIONAL QUESTIONS TO BE ANSWERED BY CANDIDATE FOR EMPLOYMENT. 

10. If employed at present by whom? .—.. . ..;.—-—.—.—.— 

JVo. Street. .. Town or City ......... State of. ..... 

In what capacity are you employed? ——-- ? -------.-.-.—.—.- 

11. If not employed at present why did you leave yt>ur last place? ..... 

12. Have you ever been in the employ of the . N.Dtrt -- Railway Company before? If so, 

state when, in what capacity, on what Division, and cause of leaving ------- 

18. Have you ever before made application for employment and been subjected to a physical examination? 

If so, when .... where.... .—- -. and b V wh °™ 

was examination made ...-.——>......-. 

Were you accepted or rejected ? .......*--- 


(Reduced Size) 

































































Ijf. My hearing is 


., and eyesight 


, and I.. 


able to distinguish colors 


ADDITIONAL QUESTIONS TO BE ANSWERED BY CANDIDATE FOR PROMOTION. 

10 . Date of entering this company’s service .......-.;. 

11. Present position. ................ 

12. What previous examinations have you been subjected to and what were the results? ... 


Sign here .......... 

My present address is ..... 

* 

Dated at ..... this .-.. day of .—.. 19 . 

t3£ r ~ NOTE.—The answers to the foregoing questions must be in the handwriting of the candidate for employment or promotion and 
must be signed by the candidate in the presence of the Examiner. 

Educational Test Record 

(To be made by Examiner) 


Of.... ............ candidate for. ... 

as ________ on __•.___ Division. 

He is... . a, graduate of. ... having taken the ...... course. 

He attended. ... .school . .years, studied... _ 2 -.... 

... advancing as follows ........ 


In reading, writing, arithmetic and knowledge of the language used in rules he is 
qualified, for the position sought. 

In general mental characteristics and, bearing he is.... ___ 


(Signature). , ..._........ 

•Employment or promotion. Examiner 

Physical Test Record 

(To be made by Examiner) 

Of ..... candidate for. ....* 

(Name to be written here by the candidate in the presence of the Physical Examiner) 

as ....^... ,,on...., ,... Division. 

Age . years. Hight _ ..feet . ..inches. Weight . lbs. Complexion —..—.—».----- 


Color of Eyes . ____ Color of Hair .. ... Race and Nationally 


ACUTENESS 

OF VISION: 

COLOR PERCEPTION. 

HEAR 

2 

0 

CARO TEST. 

READING TEST. 

Record “O.K.,” alto “P." or “H." on each line for prompt or 
healtatlatt or. If the candidate It rejected, the* the aamhert of 
tknlnt laeorrectlj ooleoted. 


Conversation 



For Green ..... 



Right Eye. l “ 


For Rose . 

Right Ear, 

.. feet 

Left Eye , 14 


For Red ... ■. 

Left Ear, 

. . ... feet 


Rate of Pulse i ..... of Respiration 



NAME. 

OATE. 

What diseases has he suffered 
from? 












Employment or promotion. 






























































































293 


Hass he ever suffered from hernia?. .. What form? .. Its present condition? ... 

Has he ever suffered from injury? . If so. what and when? ...-— 

Is he the subject of any deformity, from injury or otherwise? ..... If so, note here aiui on 

skeleton diagrams below ..._........... 


Has he any present 
source of disability in. 

(Applicants should be stripped 
for this examination Note with 
care varicose vT?ins. enlarged 
joints and anythin*? tending to 
produce or prolong disability ) 


Heart 

Veins 


Hands and . Inns 


Lungs 


Joints . .. 

Feet and Legs 
Spine _ 


Does he use intoxicating liquors? . .. ...... Is his appearance that of a temperate man.? . .... 


Has he had small pox 


or been recently vaccinated ? . 


He is physically a 


1 First-class 
Average 
Defective 


subject for position, as 


( Signature) 


Examined at 


EXaMIKEH 


Date 


19 . 


REMARKS: 

(Anything: lackixur space above should be added here.* 



v 

















































294 



LONDON & PARIS RAILWAY. 































295 


The American Railway association. 


STANDARD CARD OF SNELLEN S TEST LETTERS. 


70 



50 

T D A L 


E T O L A 

30 

F D T A L O 

20 

TOLFCXED 

(Reduced. For actual size of letters see page 298.) 




296 


The American Railway association. 


STANDARD CARD OF SNELLEN S TEST LETTERS. 


70 



50 

A T L D 


40 

L O E T A 

30 

O T F A L D 

20 

DEXC FLO T 

(Reduced. For actual size of letters see page 298.) 





297 


The Amerigan Railway Association. 


STANDARD CARD OF SNELLEN’S TEST LETTERS. 



T L A E O 

30 

D O F A T L 


20 

CLXTODEF 

(Reduced. For actual size of letters see page 298.) 





298 


ACTUAL SIZE OF LETTERS USED ON STANDARD CARDS 
OF SNELLEN’S TEST LETTERS. 

(See pages 295, 296 and 297.) 



50 




I 



299 


THE AMERICAN RAILWAY ASSOCIATION 
STANDARD READING CARD. 


NO. 1. 

Cars to be placed on hidings at stations whers powder or other hieh explosives are loaded, should always remain 
attached to the engine and under the direct control of the engineman until Anally placed in position. Other cars must not 
he allowed to strike a car containing explosives and such a car must be placed in a yard or at a station where It will be 
subject to as little handling as possible. Under ne circumstances should a ear be cut off and run in under control of hand 
brakes, (except that where cars are placed on or taken out of a spur sidiag and it is Impossible to keep the engine attached. 


NO. 2. 

a rope or pole must be used to move the cars sufficiently ahead to permit the engine coupling 
on and placing the cars in permanent position.) Cars containing explosives should be handled 
near the middle of the train and should not be placed within five cars of either the engine or 
the cabin, if the length of the train will permit, and must not be placed next to a car loaded 
with oil or other inflammable material. Trainmen having cars containing explosives or 

NO. 3. 

inflammable material must, at every point where the train stops, make special 
examination of cars for hot boxes. The cards “Explosives—Handle Carefully," 
must be tacked on each end of every car containing explosives in addition to the 
two cards on sides of cars, and Conductors will refuse to mOve any car contain¬ 
ing explosives not so carded. If necessary to set off a car containing explosives 

No. 4. 

short of destination, the Conductor must advise the Agent at station 
where car is set off, and also Superintendent from first telegraph office. 
-The Agent where car js set off must use every precaution to prevent 
accident to the car. In case of a wreck involving a car containing 
explosives the most important precaution is to prevent fire. Before 

NO. 5. 

beginning to clear a wreck in which a car containing explosives 
is involved all unbroken packages should, if possible, be moved 
to a place of safety, and as much of the broken packages as 
possible gathered up and likewise removed. With all explo- 


NO. 6. 

sives, mixing them with damp dirt renders them safer either 
from fire or concussion. Trainmen will understand that these 
rules are intended for their individual safety as well as for the 
safety of others. 



300 


NO. 7. 

Trains starting from Dock Junction, Jamestown, Sharon, 
New Castle, Mahoningtown, Kenwood, Alliance Junction, 
West Street, Stoneboro and Leesburg must not leave without 
orders or a written notice from the operator that there are 


NO. 8. 

no orders. When all overdue eastward first-class trains 
have arrived at Homewood, westward first-class trains 
will receive a clearance in the form of a “19” train order. 


No. 9. 

When all eastward first-class trains have not 
arrived at Homewood westward first-class trains 
will stop at interlocking tower and must not pro- 

NO. 10. 

ceed until they receive a “31” train order 
against overdue eastward first-class trains 
or until such train or trains have arrived. 

NO. 11. 

Trains which collect pouches 
from mail cranes when rim¬ 
ing on any other than their 



301 


CODE OF 

CAR SERVICE RULES. 


ADOPTED OCTOBER 24, 1900. 
WITH AMENDMENTS TO MAY 20, 1914 



302 


CAR SERVICE RULES. 


1. Foreign cars must be promptly returned to their owners, 
and must be handled as prescribed by Rules 2, 3 and 4. 

2. (a) Loaded (via any route) so that the home road will 
participate in the freight rate, or 

(6) Loaded to the road from which originally received, if such 
loading is in the direction of the home road, but not otherwise, or 

(c) Loaded to an intermediate road in the direction of the 
home road, or 

Note.—A road or a combination of roads competing with the road owning the car 
from point of delivery to destination shall not be considered as an intermediate road 
or roads. 

(d) Loaded in local service in the direction of any junction 
point with the home road, or 

( e ) Cars may be loaded locally in an opposite direction from 
the home road or home route if to be loaded according to Rule 
2 a, b or c. 

3. (a) Empty cars belonging to a system having a direct con¬ 
nection should, subject to 3 6, be delivered to such connection 
regardless of whence they came, or may be returned to delivering 
line. 

(6) The car owner shall have the right to demand the return 
of his empty cars at the junction point where delivered loaded. 

Note.—T his right does not apply to cars offered home for repairs under the provi¬ 
sions of M. C. B. Rule 2. 

(c) Empty cars may be sent in an opposite direction from the 
home road or home route, if to be loaded according to Rule 2 a , 
b or c. 

(d) Empty cars may be delivered to connecting road, switching 
or otherwise, to be loaded in accordance with Rule 2 a, b or c, but 
not otherwise. 

(e) When necessary to return cars empty belonging to roads 
other than direct connections they may be delivered to the road 
from which received. 

(/) When it is desired to short-route an empty car home, the 
car may, with the consent of the owner and the roads over which 
the car must move, be short-routed at a reciprocal rate of 2^/2 


303 


Car Service Rules. 

cents per mile, plus bridge and terminal arbitrages, with a mini¬ 
mum of 100 miles for each road handling the car; charges to be 
paid by the road requesting the movement. 

4. Cars received loaded in switching service must be confined to 
switching territory and when made empty must be returned to 
the owner if a direct connection within that territory or otherwise 
to the road from which received, or may be loaded within switching 
territory in accordance with Rule 2 a. 

Note.—C ar Service Rules 1 to 4, inclusive, do not apply to cars reconsigned with 
original lading under duly filed and published tariffs. 

5. Cars shall be considered as having been delivered to a con¬ 
necting railroad when placed upon the track agreed upon and 
designated as the interchange track for such deliveries, accom¬ 
panied or preceded by proper data for forwarding and to insure 
delivery, and accepted by the car inspector of the receiving road. 

Unless otherwise arranged between the roads concerned the 
receiving road shall be responsible for the cars, contents and Per 
Diem after receipt of the proper data* for forwarding and to in¬ 
sure delivery, and until they have been accepted by its inspector 
or returned to the delivering road. 

6. When trains of one railroad use the tracks of another in 
avoiding washouts or other obstructions, unless other arrange¬ 
ments exist between the roads concerned, the detour shall be made 
under the terms of the Detour Contract approved by the Asso¬ 
ciation, which terms are made part of this rule, f 

The road for which the train is detoured shall pay the regular 
Per Diem (or mileage) to the owners of the cars in the train, in¬ 
cluding the road owning the track, if any of its cars shall be in 
the detoured train. All mileage charges shall be at actual distance 
over the route used. 

7. The following rates t for the use of passenger equipment shall 
be in force unless otherwise arranged between the roads concerned: 

Section A. 

JOINT-SERVICE RATES. 

These rates are to apply when the owners of the cars participate 
in the business and not when the cars are hired to other lines. 


*Note.—T he character of the necessary data will be determined by each receiving 
road in accordance with the conditions of its service. 

fNoTE—When such contracts are entered into they should be executed on behalf 
of each company party thereto by an executive officer thereof. 

+These rates do not apply to cars equipped for other than steam operation. 



304 


Car Service Rules. 


Class of Cars. 


Coaches . 
Chair Cars 


Tourist 

Colonist 


Basis of Rate. 

Seating 

Capacity- 

Length 
of Car.* 

AH 

Capacities. 

( Under 70. . 



< 70 to 86 










All 


Dining 
Cafe . 
Club . 
Parlor 


Combined—P a ssengerl 
and Baggage, or Pas- 1 
senger. Baggage and J- 

Mail. I 

Postal.J 


Baggage . | 

Express. I 

Baggage-Express. f 

Mail Storage.J 


All 


f Under 60 ft. . 
J 60 ft. and un~ 
I der 70 ft... 
I 70 ft. & over 


Under 60 ft.. 
60 ft. & un¬ 
der 70 ft.. . 

. 70 ft. & over 


Baggage-Mail . 

Baggage-Mail-Express. . 


Under 60 ft. 
'60 ft. and un¬ 
der 70 ft.. . 

1 70 ft. & over 


Rate Per 
Mile of 
Actual 
Distance. 


$0-03 

.04 

.05 


.03 


.05 


.03 

.04 

.05 


•0i!4 

.02 

■02k 

.02 

.03 

•04 


Section B. 


PER DIEM RATES. 


These rates are to apply when cars are hired at other than mileage 
rates and when the owners of the cars do not participate in the 
business; but are subject, however, to agreement between the 
parties interested. 


Class of Cars. 


Coaches... 
Chair Cars. 


Tourist 

Colonist. 


Dining. 

.1 

Cafe. 

.1 

Club. 


Parlor. 

.J 


Combined—Passenger 1 
and Baggage, or Pas- I 
senger. Baggage and ^ 


Mail. I 

Postal.J 

Baggage. | 

Express. i 


Baggage-Express 
Mail Storage. 


Baggage-Mail. 

Baggage-Mail-Express.. 


Basis of Rate. 

Seating 

Capacity. 

Length of 
Car.* 

All 

Capacities. 

i Under 70. . 



■1 70 to 86... . 



( Over 86 . . . 








All 






All. 




f 

.J 

Under 60 ft. . 
60 ft. and un¬ 
der 70 ft.. . 

. 

.1 

1 

l 

70 ft. & over 


.1 

Under 60 ft. . 


60 ft. and un¬ 
der 70 ft-. • 


1 

l 

70 ft. & over 


r 

i 

j 

Under 60 f t. . 


60 ft. and un¬ 
der 70 ft.. . 


.i 

[ 

,70 ft. & over 


1. 


Per Diem 
Rate. 


$5.00 

7.00 

8.00 


5.00 


8.00 


5.00 

7.00 

8.00 


3.00 

4.00 

5-00 

4.00 

6.00 

7.00 


8. When a per diem rate is charged for the use of passenger 
equipment, as provided for in Rule 7, the total number of hours 


*Definition. —“Length of Car” shall be outside measurement of car body. 
































































































































































305 


Car Service Rules. 

of all cars of the same class shall be calculated on a basis of 24 
hours for each day and the charge made accordingly; any fraction 
of a day over the aggregate number of days of 24 hours each to 
be counted as one day; it being understood that the minimum 
charge shall be one day for each car. 

When necessary to haul a car empty over the roads owning it, 
or intermediate roads for delivery to a borrowing road, unless 
otherwise arranged between the roads concerned, the borrowing 
road shall pay a reciprocal rate of 10 cents per mile for hauling 
the car, plus bridge and terminal arbitraries, to the point of con¬ 
nection with the borrowing road and return; the charge for the 
empty haul to be named to the borrowing road at the time the 
agreement to loan the car is made. 

9. At points not covered by the rules of a Car Demurrage 
Bureau or by statute, demurrage should be charged under the 
terms of the Car Demurrage Rules approved by The American 
Railway Association, which are made part of this rule. 

10. * * * § When a freight car is detained by reason of a railroad error, 
which prevents proper tender or delivery, prompt notice must 
be given and action taken by the holding road to secure the release 
of car, and the erring road will pay to the holding road an amount 
equal to the established per diem rate for the time such car is held. 
Claims under this rule to be made on the erring road within twelve 
months from the date succeeding that on which car is received. 

11.1t § (a) Each new car must be weighed separately and 
the light weight, capacity in pounds, || station symbol and the date 
(month and year) must be marked thereon at the car works, under 
the supervision of the owner’s inspector. The accuracy of the 
scales used must be certified to be a railroad scale inspector ap¬ 
pointed by the car owner. 

|| and cubical capacity, except for flat and tank cars. 


*Note to Rule 10.—This rule applies only to cars of railroad ownership, including 
owner’s cars on owner’s tracks, but it does not apply to cars bunched in transit, nor 
cars detained account of weather interference. 

fNoTE TO Rule 11.—The marked weight shall be the multiple of 100 pounds nearest 
the scale weight, except that when the scale weight indicates an even 50 pounds the 
lower multiple shall be used. 

t Resolution adopted November 15, 1911: 

Resolved, That the railway companies be requested to designate to “The Official 
Railway Equipment Register” the names of the proper officers to whom reports 
should be addressed, containing information relating to the old and new weights of 
cars re-stenciled on foreign lines, under the provisions of Car Service Rule 11, in 
order that this information may be published therein. 

§ Resolution adopted November 20, 1912: 

Resolved, That the recommended practice of the Master Car Builders’ Association 
relating to the marking of cars and the standard location for such marking should be 
strictly observed, and. 

Be it further Resolved, That in re-lettering or re-painting old cars the marks should 
be placed in the standard location, regardless of the old location of marks. 


% 



306 


Car Service Rules. 

These provisions to be incorporated in the contract covering 
the purchase of the equipment. 

(6) Wooden and steel underframe cars should be re-weighed 
and re-marked at least once every twelve months during the first 
two years the car is in service, and thereafter once every twenty- 
four months. All-steel cars should be re-weighed and re-stenciled 
at least once every thirty-six months. A car must be clean when 
weighed for marking. 

The station symbol and the date (month and year) of each re¬ 
weighing should be marked the same as provided for new cars 
in Paragraph (a). 

(c) When a car is materially changed by repairs, alterations 
or repainting, it should be re-weighed and re-marked. 

( d ) Any car without marking or which has not been re-weighed 
and re-marked within the prescribed period should be immediately 
re-weighed and marked. If the car is re-weighed at any time 
and is found to have a variation of over one per cent, between 
the marked and actual weight, it should be immediately re-marked. 
When a car is re-marked the car owner should be notified of the old 
and of the new weights, with place and date. The proper officer 
to whom these reports should be made will be designated in “The 
Official Railway Equipment Register.” 

(e) Whenever a weighmaster at a point not equipped for mark¬ 
ing freight cars, as provided in Paragraph (d), ascertains the light 
weight of a car which is not marked in accordance with this rule, 
he shall attach to the car the prescribed “Light Weight Card” 
with the light weight and send two copies of the card to the 
designated officer of the railroad on which the scale is located, 
one copy to be sent to the owner of the car. The presence of the 
Light Weight Card on the car shall be authority for re-marking 
the car at first available station. 

Note. —Master Car Builders’ Association Rule 31: “The re-light weighing of cars, 
as provided above, to be charged to car owners in accordance with Rule No. 107, ex¬ 
cept when the weight of the car is changed on account of repairs due to unfair usage; 
when such repairs are made on authority of defect card, charge for re-light weighing 
may be included on same authority. 

12. The maximum excess allowed over the marked capacity 
of freight cars shall not exceed 10 per cent, of such marked capacity. 

13. The placing of advertisements or placards of any kind by 
shippers upon freight cars is prohibited.* 

* Rules adopted by Master Car Builders’ Association, revision of June, 1913; 

“ Rule 36. Temporary advertisements tacked, glued, pasted or varnished on cars. 
Delivering Company responsible.” 

“ Rule 107. Removing temporary advertisements tacked on cars, per car, fifty (60) 
cents. 

“ Removing temporary advertisements, pasted, glued or varnished on cars, per car, 
one dollar ($1.00).” 

Resolution adopted by The American Railway Association, November 18, 1908; 






307 


Car Service Rules. 

14. Private tank cars will be moved empty without charge at 
the time movement is made between stations or junction points, 
including delivery to connecting lines, subject to the following 
conditions: 

Should the aggregate empty mileage of any owner’s cars on 
June 30th of each year, or at the close of any such yearly period 
as may be mutually agreed upon, exceed the aggregate loaded 
mileage, such excess must be paid for by the owner, either by an 
equivalent loaded mileage during the succeeding six months, or at 
regular tariff rates, plus the mileage that has been paid by the 
carriers to the owners on such excess empty mileage. Any excess 
of loaded mileage over empty mileage of any owner’s cars at the 
end of the accounting period will be continued as a credit against 
the empty movement of such cars for the ensuing twelve months. 

Private tank car owners must assume responsibility for any 
excess empty mileage resulting from improper delivery of their 
cars by connecting lines. 

New cars or newly acquired cars moved empty to home or load¬ 
ing point by order of the owner must be billed at regular tariff 
rates. 

When private tank cars are unloaded, the owner will issue in¬ 
structions for empty movement to the agent at point of unloading, 


amended May 21, 1913 : 

Resolved, That the only cards that shall be permitted on cars shall be as follows : 

Routing Cards. —To be of cardboard; maximum size, vertical dimensions, five 
inches; horizontal dimension, eight inches. 

To be permitted on all loaded cars. 

The text to be as follows : No picture or trade-mark to be permitted. Space for 
railroad information to occupy lower three-fifths of card. Any printing on the upper 
two-fifths to be limited to letters not exceeding one-half inch in any dimension. All 
printing to be in black ink. Any deviation from the above will be considered as an 
advertisement, and cards should be removed and charges made in accordance with 
M. C. B. Rules 36 and 107. 

They may be affixed by shippers, not to exceed one card on each side of a car; must 
not be pasted or glued, but placed in rack or on specified location when such is pro¬ 
vided for in local rules. 

Special Placards. —These shall be such as are required by the Interstate Com¬ 
merce Commission Regulations for the Transportation of Explosives and Other 
Dangerous Articles by Freight and by Express, and are to be of the size as therein 
described. They shall be used, be of the text and be attached to the cars, as pre¬ 
scribed by said regulations. 

Symbol and M. C. B. Cards. —These are prescribed by individual roads for spe¬ 
cial purposes. Their size, use, text and method of application will be prescribed by 
each individual road to suit its requirements. 

Special Cards Required by the Federal or State Governments.— Customs 
Regulation card printed on red cardboard, eight inches by ten and one-half inches in 
size, which specifies the penalty for the unlawful removal of the United States Cus¬ 
toms Seals, and will be used as prescribed by the United States Customs Regulations. 
Other cards required by the laws of the United States and within some of the States. 






308 


Car Service Rules. 

either direct or through consignee. The agent will bill* * * * § each car 
to final destination, showing the name of the consignee f and full 
route. 

Mileage will be computed, as in the case of all other freight cars, 
from road conductors’ reports. No mileage will be paid for switch¬ 
ing movements at terminals, nor for movement of cars under empty 
freight car tariffs. 

Note.— When this rule is embodied in a tariff, reference should be made to the 
proper classification or tariff, or both, filed with the Interstate Commerce Commis¬ 
sion, giving rates for the movement of empty cars. 

When it is embodied in the tariff of a system of railroads it should be amended to 
show that it applies to such railroads either individually or jointly. 

15. §Unless otherwise agreed, the cost of transferring the lading 
of freight cars or re-arrangement of lading at junction points shall 
be settled as follows: 

First— The delivering road shall pay cost of transfer or re¬ 
arrangement— 

(a) When transfer is due to defective equipment that is not 
safe to run according to M. C. B. Rules, if repairs cannot be made 
while car is under load. 


The Committee on Car Service t has rendered the following decisions : 

* Question —Does the use of the word “bill” imply that empty tank cars are to be 
forwarded on revenue billing ? 

Answer—N o. The word “bill” in this connection covers non-revenue billing, 
which can be either in the regular form or in the form of a card waybill, slip bill or 
running slip. 

t Question —Does the use of the word “consignee” imply that empty tank cars are 
to be consigned in the same way that freight is consigned ? 

Answer —No. The word “consignee” in this connection signifies the party to 
whom the empty tank car is forwarded. 

$ Committee on Relations between Railroads. 

§ Interchange and Loading Rules, adopted by Master Car Builders’ Associa¬ 
tion: 

“Interchange Rule 2 (revision of June, 1914; effective October 1, 1914.)—Cars hav¬ 
ing defects for which delivering company is responsible must be properly carded 
when offered in interchange. 

“Empty cars offered in interchange must be accepted if in safe and serviceable 
condition, the receiving road to be the judge. Owners must receive their own cars, 
when offered home for repairs, at any point on their lines, subject to the provisions of 
these rules. 

“Loaded cars offered in interchange must be accepted, with the following excep¬ 
tions: 

“(a) Cars (whether loaded or empty) having defects in violation of the Safety 
Appliance Acts, must not be offered in interchange. 

“(b) Cars loaded with explosives must be handled in accordance with the regula¬ 
tions of the Interstate Commerce Commission. 

“Cars containing inflammable liquid which is leaking must be repaired or trans¬ 
ferred without any unnecessary movement or at nearest available point. 

“(c) Cars improperly loaded (not complying with the Loading Rules) when trans¬ 
fer or rearrangement of lading is necessary. 

“(d) Lading of open cars when dimensions of lading are in excess of published 
clearances of roads over which the shipment is destined. 



309 


Car Service Rules. 

(b) \\ hen transfer or re-arrangement of load is due to contents 
being improperly loaded or overloaded, according to M. C. B. Rules, 
or the Interstate Commerce Commission Regulations for the Trans¬ 
portation of Explosives and Other Dangerous Articles by Freight 
and by Express, or when dimensions of the lading of open cars 
are in excess of the published clearances of any of the roads covered 
by the routing. 

(c) A hen transfer is due to delivering line not desiring its equip¬ 
ment to go beyond junction points. 

( d ) * *\\ hen cars cannot pass approved third rail clearances of 
The American Railway Association. 

Second —The receiving road shall pay cost of transfer or re¬ 
arrangement— 

(e) hen cars cannot pass clearances (except as provided in 
Paragraph ( d ) ) or when cars and lading exceed load limit or cannot 
be moved through on account of any other disability of receiving 
line. 

(/) When receiving road desires transfer to save cost of mile¬ 
age or Per Diem. 

16. Unless otherwise agreed, when necessary, on account of 
Federal, State, County or Municipal regulations, to clean and dis¬ 
infect cars before loading with stock, the expense incident thereto 

“(e) When cars cannot pass approved third rail clearances of The American Rail¬ 
way Association. 

“American Railway Association Car Service Rule 15 to apply when transfer or 
rearrangement of lading is necessary. 

“The car transfer check authorizing transfer or rearrangement of lading to be of 
the form shown. 

“When load is transferred by the receiving line, the car, when empty, may be re¬ 
turned to the delivering line, properly side carded with a bad order transfer, return 
when empty card, showing the defects for which the car was transferred, in which 
case it must be accepted. 

“When load is not transferred car may be returned when empty to the delivering line 
properly side carded with a bad order return when empty card showing the defects 
for which the car is returned, in which case it must be accepted. 

“In case cars are rejected by the receiving road and returned to the delivering 
company, all of the defects objected to must be designated on a return card of the 
form shown, filled in with ink or black indelible pencil, and placed on car adjacent to 
the destination card.” 

“Loading Rule 6 (revision 1912).—The hight and width of lading must be governed 
by the clearance limits of the roads over which the lading is to pass.” 

* Resolution adopted November 20, 1912: 

Resolved, That railways must publish third rail clearances in the publication 
“Railway Line Clearances’’ before they can claim the right to charge cost of transfer 
under Car Service Rule 16, First Section, Paragraph ( d ), to delivering road on cars 
which cannot pass approved third rail clearances of The American Railway Asso¬ 
ciation. 

I Note to Rule 15 (e).—The word “cars” covers both closed and open cars, but 
not lading on open cars. The words “load limit” refer to the limits placed on bridges, 
tracks, etc., and not to car capacity. 



310 


Car Service Rules. 

shall be pro rated between the roads participating in the waybill 
revenue of the loaded cars. 

When stock cars are cleaned and disinfected by the delivering 
line at destination or by the switching line at the request of a con¬ 
necting line, the cost of the work shall be pro rated between the 
roads participating in the waybill revenue of the loaded cars. 

If the work is performed on a switching line a per diem reclaim 
of actual time, not to exceed two days, shall be allowed by the 
line for which the switching is done on each car upon which Per 
Diem accrues. 

In no case shall a switching line not participating in the waybill 
revenue of the loaded cars participate in the expense for cleaning 
and disinfecting stock cars. 

17. Private freight cars must be marked with the full name 
of the owner and proper reporting symbol, or initials, and with 
the number of the car. Mileage settlements must be made with 
the owner as indicated by the marks on the car. 


311 


Car Service Rules. 


QUESTIONS 


ON VARIOUS POINTS UNDER THE CAR SERVICE RULES, AND DECISIONS 
OF THE COMMITTEE ON CAR SERVICE, WHICH HAVE 
BEEN APPROVED BY THE ASSOCIATION. 


Rules 1, 2, 3, and 4. 

Under Car Service Rules 1, 2, 3 and 4, when a car moving’ on home route is di¬ 
verted, should movements intervening between original receipt by diverting road and 
date of such diversion be disregarded in determining further home route of car?” 

Answer. —Yes.— November 16, 1910. 

Rule 8. 

“In paying the per diem for cars under the provisions of Rule 8, is it the intention 
of the Committee that the aggregate number of hours of all cars hired to another line 
from time to time during a current month, or any other period for which bill is ren¬ 
dered, should be taken and divided by the aggregate number of hours by twenty-four 
to find the number of days and fractions thereof for a basis of settlement; or is it the 
intention of the Committee to make charges and settlement on a basis of each indi¬ 
vidual car?” 

Answer .—Rule 8 provides that “the total number of hours of 
all cars of the same class shall be calculated on a basis of twenty- 
four hours for each day and the charge made according^;” and 
it is therefore not the intention of the Committee to have charges 
and settlements made on a basis of each individual car .—October 
23, 1901. 

“If out of a lot of passenger equipment loaned, one or more cars are returned in 
less than 24 hours, should a full day be specially allowed for each car so returned?” 

Answer. —Yes .—October 30, 1907. 

Rule 10. 

“Under Rule 10 of the Code of Car Service Rules adopted April 5. 1905, when a pri¬ 
vate freight car is detained on a road by reason of a railroad error, is the erring road 
liable for any car service or per diem charges to the road holding such private car?” 

Answer. —Yes. The car service charges are cancelled and the 
erring road is liable for an amount per day equivalent to the per 
diem rate .—October 25, 1905. 



312 


Car Service Rules. 

“Under Rule 10 of the Code of Car Service Rules adopted April 5, 1905, shall the 
erring road be liable for the per diem rate for the time that the car is held when such 
car is owned by the holding road?’ ’ 

Answer. —Yes.— October 25, 1905. 

“Under Rule 10 of the Code of Car Service Rules adopted April 5, 1905, when a 
freight car is detained on a road by reason of a railroad error, is the erring road liable 
for penalty charges as well as per diem charges to the road holding such freight car?” 

Answer. —Yes.— October 25, 1905. 

“Under Rule 10 of the Code of Car Service Rules and Decisions rendered October 
25, 1905, is it necessary that car service charges shall have accrued before claim can 
be made for the delay?” 

Answer. —No.— October 24, 1906. 

“Does Car Service Rule 10, as it read prior to October 30, 1907, apply, where car 
service accrued at destination on account of being refused by consignee due to delay 
in transit by accident or other causes?” 

Answer. —No.— April 22, 1908. 

“Under Car Service Rule 10, second paragraph, is it necessary that Demurrage 
Rules apply before claim can be made against the erring road?” 

Answer. —No.— May 19, 1909. 

The following interpretation of Car Service Rule 10 was approved 
by the Association, with the understanding that it refers only to 
the rule as in effect prior to January 1, 1912: 

“A private freight car, loaded or empty, is detained by reason of a railroad error 
or omission. Under Rule 10, of the Code of Car Service Rules, should the erring 
road pay an amount equal to the rate established by Per Diem Rule 1 for the time the 
car is held?” 

Answer. —Yes.— November 15, 1911. 

“Under Car Service Rule 10, as adopted November 20, 1912, may claims for cars re¬ 
ceived prior to that date be made at any time prior to November 20, 1913?” 

Answer. —Yes.— May 21, 1913. 

“Does Car Service Rule 10 apply, when a car is detained at destination because of 
refusal by consignee due to delay, or damage in transit by accident, or other causes?” 

Answer. —No.— December 3, 1913. 

Rule 14. 

“From what date should mileage be counted to obtain balance required at end of 
first accounting period?” 

Answer. —From the date when the first tariff filed with the Inter¬ 
state Commerce Commission took effect, which provided for equal - 
ization of loaded and empty mileage and payment for excess empty 
mileage, even if such tariff did not include all the details of Car 
Service Rule 14.— May 18, 1910. 


Car Service Rules. 

Rule 15. 


313 


“Under Car Service Rule 15, effective September 1, 1912, must the delivering' line, 
in the absence of a local agreement, honor a per diem reclaim to cover the detention 
of a car or cars held while undergoing transfer?” 

Answer. —No .—May 21, 1913. 

“Under Car Service Rule 15, in the absence of a local agreement, should an extra 
percentage be added to cost for supervision?” 

Answer .—Ten per cent, should be added to the actual cost.— 
December 3, 1913. 


Bureau or Railroad Co 


314 


4 

'M 

S3 

ft 


= 

C 

03 

X 


T3 

4 

X 

•a 

0; 

* 

X 

£ 


0 

fc 

t- 

08 

W 


x 

"3 

V 

X 

4) 

X 

4 

-= 

= 

0 


08 

4 


HD 

03 

^4 

N-l 

Pi 

s 

4 


HD 

4 

H3 

03 

C 


«4H 
• N 

u 

08 

4 


a 

0 
• H 

'3 

c 

•s-j 

X 

4 

ft 


05 35 


4 

4 

08 


4 

IS 

ft 


x 

*01 

• m 

4 

* 

"O 

0 


ns 

4 

X 

u 

03 

P 

m 

■ 

4 

4 

4 

08 

ft 


*5 

•cx 

V 

* 

* 


u 

Si 

-Nrf 

* 

ss 

s 

JS 

■0® 

•M 

Si 


03 

X 

* 

S3 

e 

•Of 

s 

•M 

-< 

u 

S3 


£ s 


Si 

u 


a 

Si 

•0* 


u 

„* Si 
0 .2 
- 3 

S3 0 
Si 

© ft 
■X o 
»C u 
S3 ft 

•« ® 
e - 

S3 

■ S 

u 

•*4 rr< 
** 1 
B 83 

ns © 
Si >* 

.* t 

u 
S3 

s 

■ 

Si 


S3 

e 

* 

Si 


Si 
Si -2 
_r S 3 
"C 
T3 

— « 

g * 
0 •* 

“5 .2 

« s 

o *N 

I *i 
• fN 

-C h 

H « 

« 

% 

in 

-= 


Light Weight Card—Size 5" x 8" (Signature of Agent Re-Marking.) 













315 


STANDARD FORM FOR DETOUR AGREEMENT. 


Adopted by The American Railway Association, October 25, 1905; 
with amendments adopted November 10, 1910, May 17, 1911 and 

November 19, 1913. 


NOTE. This agreement should be executed on behalf of each company party 
thereto by an executive officer thereof and duly attested. 


This Agreement, Executed in duplicate between 


- 1 --, a 

corporation created and existing under the laws of_ 

----and 

- f a corporation 

created and existing under the laws of_ 

Witnesseth, That, 

Whereas, should the railways of either party hereto become 
impassable by reason of unforeseen occurrences, making detour 
movement desirable, each party hereto is willing whenever, in its 
judgment, the conditions warrant, and subject to the terms and 
conditions hereinafter set forth, to temporarily permit the trains 
of the other party, hereinafter referred to as the Foreign Company, 
to be run over its tracks (Home Company) as a service of accom¬ 
modation and reciprocation. 

Now, Therefore, it is mutually agreed by and between the 
parties hereto as follows: 

1. Whenever the Foreign Company desires to detour its trains 
it shall notify the Home Company, the circumstances necessitating 
detour movement, between what points, the number and character 
of trains and such other information as may be required by the 
Home Company. Upon receipt of such notice the Home Company 
shall promptly grant or refuse the accommodation requested. The 
granting of the accommodation will not warrant nor imply the 
insurance of the Foreign Company’s trains against any of the 
risks of transportation, nor the assumption of liability therefor 
by the Home Company. In the event of refusal to grant such 
permission, the Foreign Company shall have no claim of any nature 
against the Home Company by reason of such refusal. 

2. The Foreign Company, if granted such permission, shall 
n its trains between the points designated over the tracks of 


/ 










316 


Detour Agreement. 

the Home Company, using, unless otherwise agreed between the 
parties, its own engines, engine crews and train crews, fully con¬ 
versant with the Standard Code of the American Railway Asso¬ 
ciation, but always with a pilot or pilots, to be furnished by the 
Home Company, and subject to all the rules and regulations of 
the Home Company, and the orders of its train dispatcher. 

3. The Foreign Company, if granted such permission, shall 
promptly, upon bill being rendered to it, pay to the Home Com¬ 
pany the sum of one dollar ($1.00) per train mile, or fraction thereof, 
for each of its trains run upon the tracks of the Home Company, 
and also in a like manner, pay to the Home Company the sum of 
fifty (50) cents per engine tank for all water furnished by it and 
fifty (50) cents each for engines turned on turntable, or engine 
or train turned on wyes, and the cost of all fuel and other supplies 
furnished by the Home Company, plus freight charges thereon to 
point of delivery for use, and a ten (10) per cent, charge for handling, 
and in addition thereto, the expense of pilots and relief crew's fur¬ 
nished for such trains. 

In case, by mutual agreement, the Home Company shall furnish 
engines, and engine crews, to haul, help, or push trains of the For¬ 
eign Company, the payment to be made by the Foreign Company 
to the Home Company shall be two dollars ($2.00) per engine 
mile, or fraction thereof, including light mileage, occasioned by 
the service, but in such case no charge shall be made for pilot, 
nor for fuel, water or other supplies used by engines furnished by 
the Home Company. 

Provided, however, that the minimum sum to be paid by the 
Foreign Company to the Home Company for trackage, under 
the above paragraphs of this section, shall be five dollars ($5.00) 
for each train detoured. 

No mileage or per diem shall be allowed or paid by the Home 
Company for any cars detoured over its rails under the provisions 
of this agreement. 

4. The Home Company shall not be held liable for or on ac¬ 
count of any loss, damage, or delay, to the trains, engines, cars 
or other property of any kind of either company, nor to freight, 
baggage or other property of any kind carried in or upon such trains 
engines or cars, nor for or on account of any injury to or death 
of passengers or employes of either company, or other persons 
whomsoever, which may be incurred or sustained by reason of 
such trains being detoured, or by reason of such trains being de¬ 
layed in such detouring, in whatever manner the same may be 
caused or occasioned, whether by or through the negligence of 
the Home Company, its agents or servants, or by reason of defects 
in the tracks, structures or facilities furnished by the Home Com¬ 
pany, or otherwise, it being understood and agreed that all risk 
of such delay, loss, damage, injury and death shall be and is hereby 


317 


Detour Agreement. 

assumed by the Foreign Company, and the Foreign Company shall 
and will hold harmless the Home Company from and against all 
liability or claims for all such delay, loss, damage, injury and 
death, and shall and will execute and deliver, or cause to be executed 
and delivered, to the Home Company, upon request, a full and 
complete release, satisfaction and discharge of all claims therefor, 
and will pay, or cause to be paid, all costs, and expenses incurred 
by either Company in the clearing of wrecks and repairs to equip¬ 
ment, track and property in which by reason of detour movements 
covered by this agreement the engines, trains or cars of the Foreign 
Company are concerned, expenses and attorneys’ fees incurred 
in defending any action which may be brought against the Home 
Company on account of any such claim or liability and any judg¬ 
ment which may be rendered against the Home Company on account 
thereof. The Foreign Company shall pay all fines, penalties, costs 
and expenses imposed upon or incurred by the Home Company by 
reason of any violation by the Foreign Company of the Safety 
Appliance or other State or Federal Laws, and hold the Home 
Company harmless therefrom. 

5. In no case shall the Foreign Company do any local freight 
or passenger business whatever on the tracks of the Home Com¬ 
pany without its consent. 

6. (Special provisions). 


7. All differences soever which shall, consequent upon the 
detouring of trains, arise under this agreement, or otherwise, be¬ 
tween the parties shall be submitted to the Committee on Trans¬ 
portation, as then constituted, of the American Railway Association 
on thirty (30) days’ written notice to the other party. All 
proceedings before such Committee shall be had in accordance 
with such rules as it shall, from time to time, promulgate, and 
the decision of such Committee shall be final and binding on and 
accepted as such and performed by all the parties. 

8. All existing understandings and agreements between the 
parties hereto, or their predecessors, relating to matters included 
herein, are hereby abrogated and made void except that neither 
of the parties hereto shall be released from any liability which 
may have arisen under agreements and understandings in effect 
prior to the date of the execution of this agreement. 

9. The covenants of this agreement shall be binding upon 
and inure in favor of the successors and assigns of the parties hereto, 
respectively, and the same shall be and remain in force from the 
date hereof until terminated by either party giving to the other 
ninety (90) days’ notice in writing, fixing the date of such terrain- 


318 


Detour Agreement. 

ation, and upon the date stated in such notice this agreement shall 
cease and determine. 

In Witness Whereof, the parties hereto have executed this 

agreement in duplicate this- 

day of_, 191_ 


By 


Its. 


By 


Its 






















319 


National Car Demurrage Rules. 


INSTRUCTIONS AND EXPLANATIONS. 


INTERPRETATIONS. 




320 


9 


INTERSTATE COMMERCE COMMISSION. 

Proposed Uniform Demurrage Code. 

The National Association of Railway Commissioners lias adopted 
the uniform demurrage code reported by its Committee on Car 
Service and Demurrage, and recommends that it be made generally 
applicable on both State and interstate traffic. The Interstate 
Commerce Commission, recognizing the great benefits to be derived 
from uniformity in car service rules, is desirous of lending its in¬ 
fluence to the movement. The Commission, therefore, indorses 
the rules adopted by the National Association, and recommends 
that they be made effective on interstate transportation throughout 
the country. This action is, of course, subject to the right and 
duty of the Commission to inquire into the legality or reasonable¬ 
ness of any rule or rules which may be made the subject of complaint. 

EDW. A. MOSELEY, Secretary. 

Washington, D.C., December 18, 1909. 


INTERSTATE COMMERCE COMMISSION. 

Proposed Explanations to the National Car Demurrage 

Rules. 

The American Railway Association has adopted a set of explan¬ 
ations to the National Demurrage Rules, that being the designation 
used for the uniform demurrage code which was adopted by the 
National Association of Railway Commissioners, and afterwards, 
on December 18, 1909, recommended by this Commission for use 
throughout the country. 

The Interstate Commerce Commission, recognizing the great 
benefits to be derived from uniformity in explanations to car ser¬ 
vice rules, is desirous of lending its influence to the movement. 
The Commission, therefore, tentatively indorses the explanations 
adopted by The American Railway Association, and recommends 
that they be made effective wherever the National Car Demurrage 
Rules have been adopted. This action is, of course, subject to the 
right and duty of the Commission to inquire into the legality and 
reasonableness of any explanation or explanations which may be 
made the subject of complaint. 

EDW. A. MOSELEY, Secretary . 

Washington, D.C., April 11, 1911. 


\ 


321 


INTERSTATE COMMERCE COMMISSION. 

Revised National Car Demurrage Rules. 

The American Railway Association on May 15, 1912, adopted 
a revised set of the National Car Demurrage Rules, that being 
the designation used by The American Railway Association for 
the uniform demurrage code tentatively approved by the Commis¬ 
sion on December 18, 1909, and also a revised set of the explan¬ 
ations to the National Car Demurrage Rules tentatively approved 
on April 11, 1911. 

The Interstate Commerce Commission, recognizing the great 
benefits to be derived from uniformity in car service rules, is de¬ 
sirous of lending its influence to the movement. The Commission 
therefore tentatively indorses the revised rules and explanations 
thereto adopted by The American Railway Association and recom¬ 
mends that they be made effective on interstate transportation 
throughout the country. This action is, of course subject to the 
right and duty of the Commission to inquire into the legality and 
reasonableness of any rule or rules which may be made the subject 
of complaint. By the Commission. 

JOHN H. MARBLE, Secretary. 

Washington, D. C., June 3, 1912. 


INTERSTATE COMMERCE COMMISSION. 

Amendments to National Car Demurrage Rules. 

The American Railway Association on November 20, 1912, 
adopted amendments to Rule 1, to note to Rule 3 and to Rule 9 
of the National Car Demurrage Rules, also resolution that Inter¬ 
pretation No. 931 respecting Rule 9, Section A, of said rules, be 
withdrawn; and proposed a revised form of average agreement. 
* * * 

The Interstate Commerce Commission, recognizing the benefits 
to be derived from uniformity in car service, tentatively indorses 
the above and recommends that they be made effective on all in¬ 
terstate transportation by properly filed tariffs. This action is 
subject to the right and duty of the Commission to inquire into 
the legality and reasonableness of any rule or rules upon complaint. 
By the Commission, 

JOHN H. MARBLE, Secretary. 
Washington, D. C., January 7, 1913. 


COMMUNICATION ADDRESSED TO CHAIRMAN OF THE 
COMMITTEE ON RELATIONS BETWEEN RAILROADS. 

Interstate Commerce Commission, 

Washington. 

January 5, 1914. 

Yours of December 18th, in connection with which you sub¬ 
mitted in print amendments to the National Code of Car Demurrage 
Rules and to the Code of Per Diem Rules of The American Railway 
Association, has been considered by the Commission, and I am 
directed to say that the Commission approves, in the same manner 
that it gave approval to the original Code of Demuirage Rules, 
these proposed amended Rules. 

(Signed) E. E. CLARK, Chairman. 


322 


NATIONAL CAR DEMURRAGE RULES. 

Approved by National Association of Railroad Commissioners, 
November 16 and 17, 1909. 

Approved by Interstate Commerce Commission, 

December 18, 1909, June 3, 1912, January 7, 1913, and January 5, 1914. 

Approved by The American Railway Association, 

January 27, 1910; amended May 15, 1912; November 20, 1912, and December 3, 1913. 


WHEN THESE RULES ARE ISSUED AS A TARIFF, THE WORDS “THIS 
RAILROAD” SHOULD BE USED INSTEAD OF “CARRIER LINE.” 


Rule 1.—Cars Subject to Rules. 

Cars held for or by consignors or consignees for loading, un¬ 
loading, forwarding directions, or for any other purpose, are subject 
to these Demurrage Rules, except as follows: 


Section A. —Cars loaded with live stock. 


Section B.—Empty cars placed for loading coal at mines or 
mine sidings, or coke at coke ovens, and cars under load with coal 
at mines or mine sidings, or coke at coke ovens. 

Note. —Delay to cars specified in Section B will be regulated by proper Car Distri¬ 
bution Rules. 

Section C.—Empty private cars stored on carrier’s or private 
tracks, provided such cars have not been placed or tendered for 
loading on the orders of a shipper. 

Note. —Private cars while in railroad service, whether on carrier’s or private 
tracks, are subject to these Demurrage Rules to the same extent as cars of railroad 
ownership. 

(Empty private cars are in railroad service from the time they are placed by the 
carrier for loading or tendered for loading on the orders of a shipper. Private cars 
under lading are in railroad service until the lading is removed and cars are regularly 
released. Cars which belong to an industry performing its own switching service 
are in railroad service from the time they are placed by the industry upon designated 
interchange tracks and thereby tendered to the carrier for movement. If such cars 
are subsequently returned empty they are out of service when withdrawn by the 
industry from the interchange; if returned under load, railroad service is not at an 
end until the lading is duly removed.) 



323 


NATIONAL CAR DEMURRAGE RULES. 

Instructions to Agents on the Rules are printed in Italics. 
Explanations to Demurrage Rules are printed in Roman. 

Instructions and Explanations. 

Instructions and Explanations Approved by The American Railway 

Association, 

May 18, 1910; amended November 16, 1910; May 16, 1912, 
and December 3, 1913. 

Explanations Approved by Interstate Commerce Commission, 
April 11, 1911, June 3, 1912, and January 5, 1914. 


To Rule 1.—Cars Subject to Rules. 

Cars loaded with company material for use of and consigned to 
the railroad in whose possession the cars are held are not subject 
to demurrage, and shall not be reported by agents unless specifically 
instructed so to do. 

Empty cars placed for loading with company material are subject 
to demurrage, unless the loading is done by the railroad company 
for which the material is intended and on its tracks. 

Section A.—Empty cars placed for loading live stock by shippers 
are not exempt and should be reported. 

Live poultry is not considered as live stock, and cars so loaded 
are subject to demurrage. 


Section C.—Empty private cars stored on tracks switched by 
carriers, taken for loading without order or requisition from shipper, 
and without formal assignment by carrier’s agent, shall be recorded 
as placed for loading when actual loading is begun. 

NOTE. —Private cars belonging to an industry which does its own switching, placed 
upon an interchange track for forwarding and refused by the carrier’s inspector, 
shall be released from demurrage if withdrawn by the industry from the interchange 
track within twenty-four (24) hours after rejection. 

Private cars are not in railroad service 

(а) When loaded and unloaded on the tracks of the owner and not moved over the 
tracks of a carrier; 

(б) When placed by the carrier for loading on the tracks of the owner and refused 
by the inspector. 


324 


National Car Demurrage Rules. 

RULES. 

Rule 2.—Free Time Allowed. 

Section A.—Forty-eight hours’ (two days) free 
allowed for loading or unloading on all commodities. 

Section B.—Twenty-four hours’ (one day) free 
allowed. 

1. When cars are held for switching orders. 

Note.—C ars held for switching orders are cars which are held by a carrier to be 
delivered to a consignee within switching limits and which when switched become 
subject to an additional charge for such switching movement. 

*If a consignee wishes his car held at any break-up yard or a hold-yard before notifi¬ 
cation and placement, such car will be subject to demurrage. That is to say, the time 
held in the break-up yard will be included within the 48 hours of free time. If he 
wishes to exempt his cars from the imposition of demurrage he must either by gen¬ 
eral orders given to the carrier or by specific orders as to incoming freight notify the 
carrier of the track upon which he wishes his freight placed, in which event he will 
have the full 48 hours’ free time from the time when the placement is made upon the 
track designated. 

2. When ears are held for reconsignment or reshipment in same 
car received. 


time will be 
time will be 


Note.—A reconsignment is a privilege permitted by tariff under which the original 
consignee has the right of diversion. In event of the presence of such a privilege in 
the tariff 24 hours’ free time is allowed for the exercise of that privilege by the 
consignee. A reshipment under this rule is the making of a new contract of ship¬ 
ment by which under a new rate the consignee forwards the same car to another 
destination. 

3. When cars destined for delivery to or for forwarding by a 
connecting line are held for surrender of bill of lading or for pay¬ 
ment of lawful freight charges. 

4. When cars are held in transit and placed for inspection or 
grading. When cars loaded with grain or hay are so held subject 
to recognized official inspection and such inspection is made after 
12 o clock noon, 24 hours (one day) extra will be allowed for 
disposition. 

5. When cars are stopped in transit to complete loading, to 
partly unload or to partly unload and partly reload (when such 
privilege of stopping in transit is allowed in the tariffs of the carriers). 

6. On cars containing freight in bond for Customs entry and 
Government inspection. 

Section C.—Cars containing freight for transshipment to vessel 
will be allowed such free time at the port as may be provided in 
the tariffs of the carriers. 

’Effective October 1, 1914, the second paragraph of the note included under 
oection A. 





325 


National Car Demurrage Rules. 

Instructions and Explanations. 

To Rule 2.—Free Time Allowed. 

Section A.—When the same car is both unloaded and reloaded, 
each transaction will be treated as independent of the other. 


Section B.—1. Applies to cars held on carrier line for dis¬ 
position. (See Section B-2). 


Section B.—2. Applies to cars held in transit for reconsign¬ 
ment or on order of consignor or consignee. (See Rules 3, Section 
B, and 4, Section B.) A change of consignee after arrival of car 
at destination is not a reconsignment under these rules unless a 
diversion provided by tariff is involved. 


Section B.—4. See last 
to Rule 4.— Notification. 


paragraph of instructions pertaining 


326 


National Car Demurrage Rules. 

RULES. 

Rule 3.—Computing Time. 

Note. —In computing time. Sundays and legal holidays (National, State, and 
Municipal) will be excluded, except as otherwise provided in Section A of Rule 9. 
When a legal holiday falls on a Sunday, the following Monday will be excluded. 

Section A.—On cars held for loading, time will be computed 
from the first 7 00 a.m. after placement on public-delivery tracks. 
See Rule 6 (Cars for Loading). 

Section B.—1. On cars held for orders, time will be computed 
from the first 7 00 a.m. after the day on which notice of arrival is 
sent or given to the consignee. 

2. When orders for cars held for disposition or reconsignment 
are mailed, such orders will release cars at 7 00 a.m. of the date 
orders are received at the station where the freight is held, provided 
the orders are mailed prior to the date received, but orders mailed 
and received on the same date release cars the following 7 00 a.m. 

Section C.—On cars held for unloading, time will be computed 
from the first 7 00 a.m. after placement on public-delivery tracks, 
and after the day on which notice of arrival is sent or given to 
consignee. 

Section D.—On cars to be delivered on any other than public- 
delivery-tracks, time will be computed from the first 7 00 a.m after 
actual or constructive placement on such tracks. See Rule 4 
(Notification) and Rules 5 and 6 (Constructive Placement). 

Note.— “Actual Placement” is made when a car is placed in an accessible position 
for loading or unloading or at a point previously designated by the consignor or 
consignee. 

Section E.—On cars to be delivered on interchange tracks 
of industrial plants performing their own switching service, time 
will be computed from the first 7 00 a.m. following actual or con¬ 
structive placement on such interchange tracks until return thereto. 
See Rule 4 (Notification) and Rules 5 and 6 (Constructive Place¬ 
ment). Cars returned loaded will not be recorded released until 
necessary billing instructions are given. 


Rule 4.—Notification. 

Section A.—Notice shall be sent or given consignee by carrier’s 
agent in writing, or as otherwise agreed to by carrier and consignee, 
within twenty-four hours after arrival of cars and billing at des¬ 
tination, such notice to contain point of shipment, car initials and 
numbers, and the contents, and, if transferred in transit, the initials 
and number of the original car. In case car is not placed on public- 
delivery track within twenty-four hours after notice of arrival 
has been sent or given, a notice of placement shall be sent or given 
to consignee. 


327 


National Car Demurrage Rules. 

Instructions and Explanations. 

To Rule 3.—Computing Time. 

Note. The exemption of holidays does not include half holidays. 


Section B .—Agents will in all cases attach to orders received by 
mail the envelope enclosing such orders, that there may be on file a 
record of release. 


To Rule 4.—Notification. 

Agents are cautioned that, in order to be legal, notices of the arrival 
of cars must be in writing, and must contain all of the items of in¬ 
formation specified by this rule. An impression copy should be re¬ 
tained, and when notice is sent or given on a postal card the impression 
should be of both sides. If delivered by messenger, a receipt should 
be taken for the notice when practicable, in order to avoid possibilities 
of dispute. 

In many cases it is desirable for both consignee and carrier that 
notices be given in some other way, especially by telephone, but such 


328 


National Car Demurrage Rules. 

RULES. 

Section B.—When cars are ordered stopped in transit notice 
shall be sent or given the party ordering the cars stopped upon 
arrival of cars at point of stoppage. 

Section C. —Delivery of cars upon private or industrial inter¬ 
change tracks, or written notice sent or given to consignee of readi¬ 
ness to so deliver, will constitute notification thereof to consignee. 

Section D.—In all cases where notice is required the removal 
of any part of the contents of a car by the consignee shall be con¬ 
sidered notice thereof to the consignee. 


Rule 5.—Placing Cars for Unloading. 

Section A.—When delivery of cars consigned or ordered to 
any other than public-delivery tracks or to industrial interchange 
tracks cannot be made on account of the act or neglect of the con¬ 
signee, or the inability of the consignee to receive, delivery will 
be considered to have been made when the cars were tendered. 
The carrier’s agent must send or give the consignee written notice 
of all cars he has been unable to deliver because of the condition 
of the private or interchange tracks, or because of other conditions 
attributable to consignee. This will be considered constructive 
placement. See Rule 4, (Notification). 


329 


A ational Car Demurrage Rules. 

Instructions and Explanations. 

notices are not legal under this rule except when “agreed to by carrier 
and consignee.” In case consignees desire or will accept some notice 
other than the written notice, agents will require a written request 
from them to that effect, and this request, agreed to by the agent, must 
be retained on file in order to legalize the notice. Where the telephone 
form of notice is adopted, the agent should require the name of the 
receiver of the message when the notice is given. In the absence of 
specific agreements to the contrary, however, agents must not fail to 
send or give the regular written notice required by this rule. When 
consignee is notified through medium of United States mail, a record 
shall be kept of the date and hour each notice by United States mail is 
deposited in United States mail. 

When address of consignee does not appear on billing and is not 
positively known, the notice of arrival must be addressed to the billed 
destination of the shipment and deposited in United States mails (in 
such case preferably enclosed in two-cent stamped envelope bearing 
return address, same to be preserved on file if returned). See Rule 3, 
Section B and Section C. 

Attention is also directed to the fad that when cars are for delivery to 
public-team tracks, and placement is delayed for more than twenty- 
four (24) hours after notice of arrival is sent or given, a notice of 
placement must also be given to the consignee, and the free time 
for unloading computed according to the notice of placement. 

At stations where grain and hay must be inspected or graded, cars 
being handled under Rule 2, Section B, Paragraph 4, the consignee 
agreeing with the carrier in writing, for file at the station, to accept the 
bulletining of the cars as due arid adequate notice of arrival, the bul¬ 
letins must be posted by 9 00 a.m. of each day, showing the previous 
twenty-four (24) hours’ receipts, and the free time ( twenty-four (24) 
hours allowed) is to be calculated from the first 7 00 a.m. thereafter. 
Where there is no agreement for bulletining of cars, the free time must 
be calculated from the first 7 00 a.m. after the day on which notice of 
arrival is sent to the consignee. 

To Rule 5.—Placing Cars for Unloading. 

Section A. —This will apply to such cars which consignees located 
on switching line are unable to receive and which, for that reason, 
the switching line is unable to receive from the carrier line; the 
carrier line will advise the switching line of point of shipment, car 
initials and number, contents and consignee and if transferred in 
transit the initials and number of the original car; the switching 
line will notify consignee and put such cars under constructive 
placement. 


330 


National Car Demurrage Rules. 

RULES. 

Section B.—When delivery cannot be made on specially des¬ 
ignated public-delivery tracks on account of such tracks being 
fully occupied, or from other cause beyond the control of the carrier, 
the carrier shall send or give the consignee notice in writing of its 
intention to make delivery at the nearest point available to the 
consignee, naming the point. Such delivery shall be made unless 
the consignee shall before delivery indicate a preferred available 
point, in which case the preferred delivery shall be made. 

Rule 6.—Cars for Loading. 

Section A.—Cars for loading will be considered placed when 
such cars are actually placed or held on orders of the consignor. 
In the latter case the agent must send or give the consignor written 
notice of all cars which he has been unable to place because of 
condition of the private track or because of other conditions at¬ 
tributable to the consignor. This will be considered constructive 
placement. See Rule 3, Section A (Computing Time). 

Section B.—When empty cars, placed for loading on orders, 
are not used, demurrage will be charged from the first 7 00 a.m. 
after placing or tender until released, with no time allowance. 

*Rule 7.—Demurrage Charge. 

After the expiration of the free time allowed, a charge of $1 per 
car per day, or fraction of a day, will be made until car is released. 


*EfFective October 1, 1914, Rule 7 amended to read as follows: 

Section A. —After the expiration of the free time allowed, a charge of $1 per car 
per day, or fraction of a day, will be made until car is released. 

Section B.—Refrigerator cars (See Note) used for shipments of perishable freight. 

after the expiration of free time allowed, will be subject to the following charges. 

which are in addition to the charge provided in Section A. 

For the first two days, $2 per car per day, or fraction of a day: and for each suc¬ 

ceeding day, or fraction of a day, $3 per car per day will be charged until car is 
released. 

Note. —Definition of refrigerator cars: *‘Box cars with complete insulation and 

ice boxes.” 












331 


National Car Demurrage Rules. 

Instructions and Explanations. 


To Rule 7.— Demurrage Charge. 

(a) Charges accruing under these rules must be collected in 
the same manner and with the same regularity and promptness as 
other transportation charges, and agents will in like manner be 
held responsible for same. 

( b) Freight upon which charges have accrued under these rules 
shall not be removed from railroad premises until charges thereon have 
been paid. When consignor or consignee refuses to pay, agent will 
hold freight until payment is made and continue to charge until freight 
is removed; or, at his option, may send freight to public warehouses 
or yards, where the same will be held subject to storage charges and all 
other charges. 

(c) When cars are detained on private or specifically designated 
tracks for unloading beyond the time allowed and demurrage charges 
are not promptly paid, agent must, upon advice to that effect from the 

-*, after sending or giving not less than five (5) days’ written notice, 

decline to switch cars to private or specifically designated tracks for 
such parties, and thereafter tender freight from public-team tracks 
and collect all charges before delivery, until satisfactory guaranty is 
given that demurrage rules will be complied with. 

(d) Charges that accrue while cars are held for loading, for receipt 
of billing instructions, or for reconsignment or distribution orders , 

* Note.—“Demurrage manager” or official in charge of demurrage under the 
organization in effect on each road. 



332 


National Car Demurrage Rules. 

RULES. 


Rule 8.—Claims. 

No demurrage charges shall be collected under these rules for 
detention of cars through causes named below. Demurrage charges 
assessed or collected under such conditions shall be promptly can¬ 
celed or refunded by the carrier. 

Causes. 

Section A.—Weather interference. 

1. When the condition of the weather during the prescribed 
free time is such as to make it impossible to employ men or teams 
in loading or unloading, or impossible to place freight in cars, or 
to move it from cars, without serious injury to the freight, the 
free time shall be extended until a total of 48 hours free from such 
weather interference shall have been allowed. 

2. When shipments are frozen while in transit so as to prevent 
unloading during the prescribed free time. This exemption shall 
not include shipments which are tendered to consignee in condition 
to unload. Under this rule consignees will be required to make 
diligent effort to unload such shipments. 

3. When, because of high water or snow-drifts, it is impossible 
to get to cars for loading or unloading during the prescribed free 
time. 

This rule shall not absolve a consignor or consignee from liability 
for demurrage if others similarly situated and under the same con¬ 
ditions are able to load or unload cars. 

Section B.—Bunching. 

1. Cars for loading. —When, by reason of delay or irregularity 
of the carrier in filling orders, cars are bunched and placed for 
loading in accumulated numbers in excess of daily orders, the shipper 
shall be allowed such free time for loading as he would have been 
entitled to had the cars been placed for loading as ordered. 


333 


National Car Demurrage Rules. 

Instructions and Explanations. 

will be collected by agents of the forwarding line when such shipments 
are ordered to points within the switching limits. When charges 
accrue on shipments ordered or destined to points beyond switching 
limits, such charges should be collected by the agent of the forwarding 
line. Such charges may be billed forward as advances, providing 
the charges are guaranteed in writing and entered on the shipping 
tickets and bills of lading and exhibited on the waijbills as “ Demurrage 
Charges, Advanced and Guaranteed.” 

When demurrage charges accrue on cars held in transit by request 
of consignor or consignee, as agents can neither enter the charges on 
bills of lading nor obtain guarantee from consignor or consignee with¬ 
out unnecessary delay to the cars, the charges must either be billed 
forward as advances or separate bills made and charges collected from 
the party ordering the cars held. 

To Rule 8.— Claims. 


Section A.—1. When a consignor or consignee claims exemption 
under this rule, agents must obtain a written statement from him to 
the effect that the conditions were such as are set forth in the rule. 


334 


National Car Demurrage Rules. 


RULES. 

2. Cars for unloading or reconsigning. —When, as the result of 
the act or neglect of any carrier, cars destined for one consignee, 
at one point, are bunched at originating point, in transit, or at 
destination, and delivered by the carrier line in accumulated num¬ 
bers in excess of daily shipments, the consignee shall be allowed 
such free time as he would have been entitled to had the cars been 
delivered in accordance with the daily rate of shipment. Claim 
to be presented to carrier’s agent within fifteen (15) days. 

Section C.—Demand of overcharge. 

When the carrier’s agent demands the payment of transportation 
charges in excess of tariff authority. 

Section D.—Delayed or improper notice by carrier.—When 
notice has been sent or given in substantial compliance with the 
requirements as specified in these rules, the consignee shall not 
thereafter have the right to call in question the sufficiency of such 
notice unless within forty-eight hours from 7 00 a.m. following 
the day on which notice is sent or given, he shall serve upon the 
delivering carrier a full written statement of his objections to the 
sufficiency of such notice. 

1. When claim is made that a mailed notice has been delayed 
the postmark thereon shall be accepted as indicating the date of 
the notice. 

2. When a notice is mailed by carrier on Sunday, a legal holiday, 
or after 3 00 p.m. on other days (as evidenced by the-postmark 
thereon) the consignee shall be allowed five hours additional free 
time, provided he shall mail or send to the carrier’s agent, within 
the first twenty-four hours of free time, written advice that the 
notice had not been received until after the free time had begun 
to run; in case of failure on the part of consignee so to notify car¬ 
rier’s agent, no additional free time shall be allowed. 

Section E.—Railroad errors which prevent proper tender or 
delivery. 

Section F.—Delay by United States Customs.—Such addi¬ 
tional free time shall be allowed as has been lost through such delay. 

Rule 9.—Average Agreement. 

*When a shipper or receiver enters into the following agreement, 
the charge for detention to cars, provided for by Rule 7, on all cars 
held for loading or unloading by such shipper or receiver shall be 
computed on the basis of the average time of detention to all such 

*Effective October 1, 1914, the first paragraph of Rule 9 amended to read as follows: 

When a shipper or receiver enters into the following agreement, the charge for 
detention to cars, provided for by Section A of Rule 7, on all cars held for loading or 
unloading by such shipper or receiver shall be computed on the basis of the average 
time of detention to all such cars released during each calendar month, such average 
detention to be computed as follows: 

[Balance of Rule 9, no change.] 






335 


National Car Demurrage Rules. 

Instructions and Explanations. 

Section B.— 2. When claim is made for exemption from demur¬ 
rage on account of hunching of cars for unloading or reconsigning, 
as provided in this rule, agents will require written statement of all 
cars, with date and point of shipment of each, as evidenced by the bills 

of lading, if necessary, and forward same to the -*, with report 

showing exemption demanded on account of such bunching. 


Sections C and E. —When demurrage should not be collected 

under these sections, agents will make report to the -*, together 

with copy of billing and all information in their possession, showing 
where the error occurred. 


Section E. —See Instructions under Section C. 


To Rule 9.— Average Agreement. 

Application for agreement provided for in Rule 9 will be forwarded 

to the - * f an d when executed instructions will be furnished the 

agent as to the method of reporting. 

* Note.—“Demurrage manager” or official in charge of demurrage under the 
organization in effect on each road. 


336 


National Car Demurrage Rules. 
RULES. 

cars released during each calender month, such average detention 
to be computed as follows: 

Section A.—A credit of one day will be allowed for each car 
released within the first twenty-four hours of free time (except for 
a car subject to Rule 2, Section B, Paragraph 5). A debit of one 
day will be charged for each twenty-four hours or fraction thereof 
that a car is detained beyond the free time. In no case shall more 
than one day’s credit be allowed on any one car, and in no case 
shall more than five (5) days’ credit be applied in cancellation of 
debits accruing on any one car. When a car has accrued five (5) 
debits, the charge provided for by Rule 7 will be made for all sub¬ 
sequent detention, including Sundays and holidays. 

Section B.—At the end of the calendar month the total number 
of days credited will be deducted from the total number of days 
debited, and $1 per day charged for the remainder. If the credits 

equal or exceed the debits, no charge will be made for the detention 

« 

of the cars, and no payment will be made to shippers or receivers 
on account of such excess of credits, nor shall the credits in excess 
of the debits of any one month be considered in computing the 
average detention for another month. 

Section C.—A shipper or receiver who elects to take advantage 
of this average agreement shall not be entitled to cancellation or 
refund of demurrage charges under Section A, Paragraphs 1 and 
3, or Section B of Rule 8. 

Section D.—A shipper or receiver who elects to take advantage 
of this average agreement may be required to give sufficient se¬ 
curity to the carrier for the payment of balances against him at 
the end of each month. 

Agreement. 

. Rail . Company: 

Being fully acquainted with the terms, conditions, and effect 
of the average basis for settling for detention to cars as set forth in 

., being the car demurrage rules governing at all stations and 

sidings on the lines of said rail.company, except as shown in 

said tariff, and being desirous of availing (myself or ourselves) of 
this alternate method of settlement (I or we) do expressly agree 

to and with the . Rail. Company that with 

respect to all cars which may, during the continuance of this agree¬ 
ment, be handled for (my or our) account at. (Station) 

(I or we) will fully observe and comply with all the terms and con¬ 
ditions of said rules as they are now published or may hereafter 
be lawfully modified by duly published tariffs, and will make prompt 
payment of all demurrage charges accruing thereunder in accord¬ 
ance with the average basis as therein established or as hereafter 
lawfully modified by duly published tariffs. 










337 


National Car Demurrage Rules. 

Instructions and Explanations. 


338 


National Car Demurrage Rules. 

RULES. 

This agreement to be effective on and after the.day of 

. 19.. . and to continue until terminated by written 

notice from either party to the other, which notice shall become 
effective on the first day of the month succeeding that in which it 
is given. 


Approved and accepted .. 
behalf of the above-named rail 
by. 


, 19. . . by and on 
. company 








339 


National Car Demurrage Rules. 

Instructions and Explanations. 


340 


National Car Demurrage Rules. 


(.Approved by the American Railway Association, December 3, 1913.) 

Form of Agreement between Railroad Companies and 
Consignees Covering Other than Written Notice 
of Arrival of Freight. 


North & South Railroad 


19 


Mr.- 

Agent, North & South Railroad Co., 


-Station. 

---hereby agree, until further advice in writing, to 

accept notice by telephone of the arrival of freight, as the equiva¬ 
lent to written notice on the Company’s standard form. 


Witness- 

Approved and accepted-19-, 

by and on behalf of the above named Rail-Company, 

by- 

Agent, North & South Railroad. 


This agreement should be executed in triplicate, one copy to be 
retained by the consignee, one copy to be retained by the agent and 
one copy to be forwarded to the officer in charge of Car Service 
matters. 













National Car Demurrage Rules. 


(Approved, by The American Railway Association, May IS, 1910.) 

NOTIFICATION OF CONSIGNEE OF CARS ON WHICH DEMURRAGE MAY ACCRUE. 

Three methods of notification are provided: 

1. SHEET FORM. 

2. POSTAL CARD FORM. 

3. FREIGHT BILL PROPERLY ENDORSED. 

(SHEET FORM OF NOTICE—s lnch«a wide.) 

NORTH & SOUTH R.R. 


Freight Station, 1001 North St., Southport, . .. 191.., 

Carload Freight as follows has arrived consigned to you, subject to Demurrage charges as per tariffs on file. 


CAR INITIALS 

CAR No. 

IF TRANSFERRED 

CONTENTS 

POINT OF SHIPMENT 

ORIGINAL CAR INITIALS 

ORIGINAL CAR No. 








Telephone, South 2002. (Signed) A. B. NORTHLAND. Agent. 

Not*. —Extra oolumns may be added if desired. 


(POSTAL CARO NOTICE.) 

Telephone, South 2002. NORTH & SOUTH R.R? 


Freight Station. 1001 fjorth St., Southport, ... 191. . 

Carload Freight as follows has prrlved consigned to you, subject to Demurrage 
charges as per tariffs on file, (Signed) A. B. NORTHLAND, Agent. 


CAR INITIALS 

CAR No. 

CONTENTS 

POINT OF SHIPMENT 






Lading In _„_ Car No .. was transferred from - Car No ... 

Note. —Extra columns may be added if desired. 

This notice only provides for the transferring of one carload en route. When more than one carload transferred en route 
arrives on the same day for the same consignee separate postal card forms should.be used, or sheet form or freight bill may be used. 


FREIGHT BILL. 

When the freight bill is used for notice, it should be endorsed as follows : 

“This bill is notice of arrival of this car or cars. They will be subject to demurrage charges as per tariff on file." 





























342 


National Car Demurrage Rules. 


( Approved, by The American Railway Association, May 15, 1912.) 

NORTH AND SOUTH RAILROAD. 


Station 


191 


DEMURRAGE RULE 5.-PLACING CARS FOR UNLOADING. 

Section A. When delivery of cars consigned or ordered to any other than 
rublic-delivery tracks or to industrial interchange tracks cannot be made on 
account of the act or neglect of the consignee, or the inability of the consignee 
to receive, delivery will be considered to have been made when the cars were 
tendered. The carrier’s agent must tend or give the consignee written notice of 
all cars he has been unable to deliver because of the condition of the private 
or interchange tracks, or because of other conditions attributable to consignee. 
This will be considered constructive placement. 


DEMURRAGE RULE 6.-CARS FOR LOADING. 

Section A. Cars for loading will be considered placed when such cars are 
actually placed or held on orders of the consignor. In the latter case the agent 
must send or give the consignor written notice of all cars which he has been 
unable to place because of condition of the private track or because of other 
conditions attributable to the consignor. This will be considered constructive 
placement. 


NOTICE. 


M 


You are hereby notified that the following cars are now on tracks at this station for your 
unloading^or .deposition, j,ut ,cannot be delivered on account of the fact that your interchange track 
is not in such shape that delivery can be made. Said cars are subject to a charge of $1.00 per day or 



Agent. 

ORIGINAL COPY OF THIS NOTICE RECEIVED 

A,-. M-19,- By - IgSS&S - - 

(If consignor or consignee refuses to acknowledge receipt of this Notice as 
Proved above, the person delivering same should fill out. date and sign the 
following certificate on the copy kept on file by the Agent:) 

1 hereby certify that copy of this Notice was delivered by 

me to Mr___ 

representing the consignor or consignee named hereon at 

-M. on--191 . 

(Signature of person delivering notice.) 


(If this notice cannot be delivered personally by the Agent or his represent¬ 
ative. it must be served by mail, and the Agent should fill out, date and sign the 
following certificate on the copy kept on file by him:) 

1 hereby certify that copy of this Notice was mailed by me 

to the shipper or consignee named hereon, at _M. 

on--191 . 


Agent. 















































343 


National Car Demurrage Rules. 


(Approved by The American Railway Association, May 15, l91t. ) 

NORTH AND SOU TH RAILROAD. 

-—-Station 

« 

191 


DEMURRAGE RULE 6. PLACING CARS FOR UNLOADING 


Section B. When delivery cannot be made on specially 
designated public-delivery tracks on account of such tracks 
being fully occupied, or from other cause beyond the control 
of the carrier, the carrier shall send or give the consignee 
notice in writing of its intention to make delivery at the 


nearest point available to the consignee, naming the point. 
Such delivery shall be made unless the consignee shall before de¬ 
livery indicate a preferred available point, in which case the pre¬ 
ferred delivery shall be made. 


M 


You are hereby notified that the following cars consigned to you cannot be delivered on specially 

designated or customary public tracks, on account of othe/SSs! bSyoSd the Srofof the carrier and 
delivery will, therefore, be made at- 


(Describe) 



Agent. 


ORIGINAL COPY OF THIS NOTICE RECEIVED 

At - M- 191 . By- 


J Consignor or I 
I Consignee ( 1 


(If consignor or consignee refuses to acknowledge receipt of this Notice as 
provided above, the person delivering: same should fill out, date and sign the 
following certificate on the copy kept on file by the Agent:) 

1 hereby certify that copy of this Notice was delivered by 

me to Mr.—-■ -- 

representing the consignor or consignee named hereon at 

.-M. on-—■-191 • 

(Signature of person delivering notice.) 


(If thi9 notice cannot be delivered personally by the Agent or his represent¬ 

ative. it must be served by mail, and the Agent should fill out. date and sign the 
following certificate on the copy kept on file by him:) 

I hereby certify that copy of this Notice was mailed by me 

to the shipper or consignee named hereon, at-M. 

on-191 


-Agent 











































344 


National Car Demurrage Rules. 


M 


{Approved by The American Railway Association. May 15, 191t .) 


THE NORTH AND SOUTH RAILROAD COMPANY 


Southport, 


191 


Dear Sir: refund 

Referring to your claim of--for cancellation of demurrage 

at—_-___station,-based on weather 

interference: This claim is subject to the following provision of our demurrage tariff, lawfully on 
file with the Interstate Commerce Commission, that no demurrage shall be assessed: 

“When the condition of the weather during the prescribed free time is such as to 
make it impossible to employ men or teams in loading or unloading, or impossible to 
place freight in cars, or to move it from cars, without serious injury to the freight, 
the free time shall be extended until a total of 48 hours free from such weather inter¬ 
ference shall have been allowed.” 

Therefore, to enable us to determine whether your claim comes within the provision of that 
rule, please fill in blank spaces, date, sign and return. 

Upon receipt of this information, we will be in a position to check against our weather 
records and make such allowances as you may be entitled to under the above rule. 





Yours truly, 

(Signed) C. D. SOUTHLAND 

(Tin.*) 

INITIAL 

CAR NO 

nATr LOADED 

UA,t UNLOADED 

AMOUNT 

REMARKS 




s 



Is allowance claimed because the weather prevented men or teams engaging in the work of 
unloading (or loading), or because the weather prevented you from moving the freight from (or plac¬ 
ing it in) the car (or cars) without serious injury to the freight? 


Answer:----- 

On what dates within the prescribed free time did the weather prevent unloading (or 
loading) as claimed? 


Answer: 


Date 


, 191- 

(Signature) 


THIS STATEMENT MUST BE PRESERVED FOR A PERIOD OF EIGHT YEARS AS REQUIRCO BY THE REGU. 
LATIONS OF THE INTERSTATE COMMERCE COMMISSION. 






























(■Approved by The American Railway Association, May 20, 19U .) 

North and South Railroad Company. 

SHIPPER’S ORDER FOR EMPTY CARS. 


345 


National Car Demurrage Rules. 


05 


no 

ca 

o 

o 


0) 

a> 

u 

be 

ca 

>> 

X 

0) 

u 

<v 

x: 


c 

.o 

ca 

m 


* 

X 

nO 

0) 

ca 

c 

.be 

CO 

<D 

nO 

ce 

ca 


no 

0> 

l-l 

0) 

no 

S-i 

o 


CO 

p 

O 

> 

«- 

Oh 


o 

c 


o 

£ 

<v 

no 


CO 

cSto 
o £ 

0).S 


co 

• M 

C 

t-, 

P 


CO 

C 

0) 

be 

< 


c 

0> 

be 

< 

o 

Eh 


co 
ca 

o> 

£ 

ca 

CO 

0) 

CO 0) 

05 "S 

CD g 
T -1 O 

Cm ^ 

no 

c 


c 

be 

'co 

c 

o 

o 




Size of Form—4% x 7 inches. 































































346 


National Car Demurrage Rules. 

(Approved by The American Railway Association, May 20, 19U.) 

North and South Railroad Company. 


Record of Orders Received for Cars to Load 


Statioa, I# 


Obdu Placed 

Br Whom 
Ordered 

Cabs 

Wanted 

Lading 

Date 

Wanted 

Destination 

Route 

Dates and 
Number Furnished 

Date Order 

Complete 

No. 

Date 

No. 

Kind 




























































- 



l 





























347 


National Car Demurrage Rules. 


INTERPRETATIONS OF THE 
NATIONAL CAR DEMURRAGE RULES. 

Approved by the Committee on Relations between Railroads. 


(The Committee on Relations between Railroads was authorized by the Associa¬ 
tion on May 17, 1911, to print these Interpretations as recommended practice, and to 
make such changes therein from time to time as may be found necessary.) 

Interpretations marked * first printed in this issue. 


RULE 1. 

Rule 1 provides that “Cars held for or by consignors or con¬ 
signees for loading, unloading, forwarding directions, or for any 
other purpose, are subject to these Demurrage Rules, except as 
follows:” 

The private car “Note” under this rule reads, in part: 

“Cars which belong to an industry performing its own switching 
service are in railroad service from the time they are placed by the 
industry upon designated interchange tracks and thereby tendered 
to the carrier for movement.” 

INTERPRETATION NO. 100. 

Question. —When cars belonging to such an industry are placed 
loaded on the interchange track and the consignor delays furnishing 
the carrier with billing or forwarding instructions, are such cars 
subject to the Demurrage Rules? 

(а) When the industry is a party to the average agreement? 

Answer. —Yes; but such a car cannot earn a credit. Debits 
must be charged against it if detained beyond next 7 00 a.m. after 
placing. 

(б) When it is not a party to the average agreement? 

Answer. —Yes, without free time. 

RULE 1, SECTION B. 

Rule 1, Section B, excepts from operation of Demurrage Rules 
“Empty cars placed for loading coal at mines or mine sidings, or 
coke at coke ovens.” 

Note. —Section B, as amended November 20, 1912, reads: 
“Empty cars placed for loading coal at mines or mine sidings, or 
coke at coke ovens, and cars under load with coal at mines or mine 
sidings, or coke at coke ovens.” 



348 


National Car Demurrage Rules. 

INTERPRETATION NO. 121. 

Question. —Does this exception apply to foreign cars? 

It is pointed out that it may be a hardship in some cases to pay 
per diem on cars which are not loaded promptly, and on which no 
demurrage can be collected. 

Answer. —Yes. Excessive per diem on foreign cars can be 
avoided by the distribution rules of the carrier. 

interpretation no. 122. (obsolete.) 

Question. —When cars are loaded at mines, when do Demurrage 
Rules begin to apply? 

Answer. —Demurrage should begin at the next 7 00 a.m. after 
loading commences. 

INTERPRETATION NO. 123. 

Question. —Does this apply to empty cars placed for loading 
at slack washers when such slack washers are located at a distance 
from the mine sidings? 

Answer. —Slack washers are adjuncts to coal mines, and cars 
placed for loading should be treated the same as if placed at a 
coal mine. 

* INTERPRETATION NO. 124. 

Question. —Does Section B, Rule 1, apply to cars placed for 
loading coke or to such cars loaded with coke at bi-product ovens 
or gas retorts which are not adjuncts to mines? 

Answer. —No. 

RULE 2. 

Rule 2. Free time allowed: 

Section A.—Allows 48 hours’ (2 days) free time for loading or 
unloading on all commodities. 

Section B.—Allows 24 hours’ (1 day) free time when cars are 
held for reconsignment and certain other reasons. 

INTERPRETATION NO. 200. 

A plant has its own tracks and sidings, switching and spotting 
is performed by the railroad; after car has been placed for un¬ 
loading and the load partly removed car is desired at another part 
of the yard to complete unloading, for which movement a switching 
charge of $1 is made. 

Question. —Does Rule 2, Section B, Paragraph 1, apply on 
first record with 24 hours’ allowance, and Rule 2, Section A, on 
final record after placement? 

Answer. —This should be considered as one transaction, and 
only one allowance made of 48 hours, under Rule 2, Section A. 

INTERPRETATION NO. 201. (OBSOLETE.) 

Cars are shipped under provision in tariff for stopping en route 
to be partially unloaded. 


349 


National Car Demurrage Rules. 

Question. —How much free time should be allowed, and under 
what rule? 

Answer. —As this is a question of unloading and not reconsign¬ 
ment, under the rule 48 hours should be allowed, as per Rule 2, 
Section A. 

INTERPRETATION NO. 202. (OBSOLETE.) 

A, whose cars are handled under average agreement, has a private 
track on road B, and demands delivery thereon to the exclusion of 
other tracks. Cars are consigned to him from points on various 
other roads who make delivery through road B, and, owing to 
delay to cars already placed on A’s private track, congestions are 
occasioned, rendering it impossible for road B to accept cars from 
connecting roads until congestion is relieved. The holding roads 
apply the rule, which is contested by A, as it deprives him of the 
advantage of the average agreement, and he claims that cars have 
not reached their billed destination. 

Question. —Can the contention of A be accepted, that the con¬ 
necting lines should hold cars free of demurrage charges until he 
has reduced his holdings on road B? 

Answer. —A is responsible for the cars held waiting for his tracks 
on B’s road to be put in condition to receive the cars. This is 
covered by the explanation to Rule 2, Section B, Paragraph 1. 

* INTERPRETATION NO. 203. (AMENDED) 

Question. —Does Rule 2, Section B, apply on cars for a consignee 
who has signed the average agreement, under the following cir¬ 
cumstances: 

(а) A car arrives at a station consigned to A, who orders it 
delivered to B, who is working under the average agreement. No 
switching movement covered by a tariff is involved. How should 
this case be treated? 

Answer. —B is really the consignee. The whole detention should 
be charged against him under his average agreement, and no free 
time allowed to A. 

In case Consignee A desires to deliver a car to B free of all 
charges, this can be arranged by mutual and private agreement 
between A and B, but the carrier’s agent will furnish either party 
with full demurrage record of the car. 

(б) A car arrives at a station consigned to “A notify B,” which 
requires surrender of bill of lading before delivery can be effected. 
Bill of lading is surrendered and car delivered to B, who is working 
under the average agreement. No switching movement covered 
by a tariff is involved. How should this case be treated!* 

Answer. —B is the consignee in this case, also. The whole 
detention should be charged against him under hjs average agree¬ 
ment, and no free time allowed to A. 


350 


National Car Demurrage Rules. 

INTERPRETATION NO. 204. (OBSOLETE.) 

Question. —An “order notify” shipment arrives at destination, 
bill of lading is surrendered, car receipted for and freight charges 
paid. Lading is sold to a party at another station, new bill of lad¬ 
ing issued and car forwarded at local rate from original to new 
destination. Is this a reconsigned car, subject to Demurrage Rule 
2, Section B, Paragraph 1, at original destination, or is it a car 
held for loading, entitled to 48 hours’ free time? 

Answer. —This is a car held for unloading, and subject to De¬ 
murrage Rule 2, Section A, and released from unloading when 
instructions are received to forward to another station. 

INTERPRETATION NO. 205. 

Question. —If a car arrives at destination billed “to order,” 
should consignee be allowed 24 hours for the surrender of bill of 
lading, and then, after car is ordered to his own switch, should 48 
hours additional be allowed for unloading? 

Answer. —Consignee should not be allowed 24 hours’ additional 
time. Car is for unloading and not for reconsignment. 

INTERPRETATION NO. 206. 

Question. —A car arrives at destination billed straight, not 
“order notify.” The consignee does not have a private siding. 
The car is placed on hold track until the consignee is notified and 
advises where he wants delivery made. Should the consignee be 
allowed twenty-four hours in addition to the forty-eight hours for 
unloading? 

Answer. —No; car is for unloading, and only forty-eight hours 
should be allowed. 

INTERPRETATION NO. 207. 

Question. —The question has been raised as to what allowance, 
if any, should be made for delay between the receipt of orders and 
the time car is placed for unloading when cars are held for surrender 
of bill of lading, payment of freight charges, or other orders for 
delivery. (This also refers to Rule 5, Section A.) 

Answer. —Allowance should be made in this case only when 
there is delay by carrier in placing, when actual time between re¬ 
ceipt of order and placing of car should be added to free time. 

INTERPRETATION NO. 208. 

Question. —A car is placed for unloading on a public-delivery 
track and part of the lading is removed. The car is then switched 
to another part of the same yard and the rest of the lading is re¬ 
moved. There is a switching charge for this movement. What 
free time should be allowed— 

1— For the partial unloading? 

2— For the final unloading? 

Answer. —This is one transaction, and only forty-eight hours 
(2 days) should be allowed for the total unloading. 


351 


National Car Demurrage Rules. 

RULE 2, SECTION B, PARAGRAPH 3. 

Rule 2, Section B, Paragraph 3, allows twenty-four hours’ (one 
day) free time: “When cars destined for delivery to or for for¬ 
warding by a connecting line are held for surrender of bill of lading 
or for payment of lawful freight charges.” 

INTERPRETATION NO. 209. 

Question. —A car is loaded in switching service and tendered 
to a carrier line in advance of billing. Under the rule, should the 
carrier line notify the shipper that the car is held; and is twenty- 
four hours’ full time from the next 7 00 a.m. to be allowed to the 
consignor to supply billing? 

Answer. —No extra time should be allowed; car is not released 
until billing information is forwarded by the shipper. The carrier 
line is under no obligation to notify the shipper. 

RULE 2, SECTION B, PARAGRAPH 5. 

Rule 2, Section B, including Paragraph 5, reads: 

“Twenty-four hours’ (one day) free time will be allowed * * * 
when cars are stopped in transit to complete loading, to partly 
unload or to partly unload and partly reload (when such privilege 
of stopping in transit is allowed in the tariffs of the carriers).” 

Rule 8, Section A, Paragraph 1, reads: 

“When the condition of the weather during the prescribed free 
time is such as to make it impossible to employ men or teams in 
loading or unloading, or impossible to place freight in cars, or to 
move it from cars, without serious injury to the freight, the free 
time shall be extended until a total of 48 hours free from such 
weather interference shall have been allowed.” 

Rule 2, Section B, Paragraph 5, only allows 24 hours, while Rule 
8, Section A, Paragraph 1, allows 48 hours, free from weather 
interference. 

INTERPRETATION NO. 231. 

Question. —Can the provision of Rule 8, Section A, Paragraph 1, 
be applied to Rule 2, Section B, Paragraph 5, and how much time 
should be allowed free from weather interference? 

Answer. —Yes; but twenty-four hours only should be allowed 
for weather interference, as this is the total free time specified in 
Rule 2, Section B, Paragraph 5. 

RULE 3—NOTE. 

Rule 3 (Note) provides for the exclusion of holidays in com¬ 
puting time. 

INTERPRETATION NO. 300. 

Question. —Should a day which is established by custom and 
observed by members of special organizations be considered a 
legal holiday? 


352 


National Car Demurrage Rules. 

Answer.—A day established by custom should not be regarded 
as a legal holiday, nor exempted under the rules, unless confirmed 
by the State. 

INTERPRETATION NO. 301. 

What is meant by a National holiday? Should not this word 
be omitted? 

Answer. —National holidays are legal holidays in the District 
of Columbia and other territory under direct control of Federal 
Government, but not in the rest of the country, unless confirmed 
by the State. 

interpretation no. 302. 

Question. —Should Sundays be included in computing detention 
under average rule? 

Answer. —The rule distinctly states that Sundays and legal 
holidays will be excluded. Therefore, there is no reason why 
Sundays should be included in figuring under the average agree¬ 
ment, except as provided for in Rule 9, Section A. 

INTERPRETATION NO. 303. (OBSOLETE.) 

Question. —If a car arrives and is placed on a Sunday or a legal 
holiday, and consignee is also notified the same day, does free time 
begin at 7 00 a.m. of the next working day? 

Answer. —Yes; as consignee would receive his notice at same 
time as if mailed on Saturday or the day preceding a legal holiday. 

RULE 3, SECTION B. 

Rule 3, Section B, provides that “On cars held for orders, time 
will be computed from the first 7 00 a.m. after the day on which 
notice of arrival is sent or given to the consignee .” 

INTERPRETATION NO. 321. 

Question. —A railroad has a point established where it stops 
cars for reconsignment. In some cases it is the custom for the 
agent at such point to notify the general office of the railroad com¬ 
pany of the arrival of the cars, the general office giving the notice 
to the consignee. This notice is sometimes delivered one or more 
days after the car arrives. In other cases the notification is mailed 
direct by the agent at the reconsigning point to the owner. The 
question is, when should free time begin—at the next 7 00 a.m. 
after the arrival of the car at the point of reconsignment, or at the 
next 7 00 a.m. after notice is sent by the general office? 

Answer. —The time should begin the next 7 00 a.m. after notice 
is sent, without regard to the point from which it is sent. 

Note.—I t should be noted that undue delay in sending notice may result in illegal 
discrimination. 

INTERPRETATION NO. 322. 

Rule 3, Section C, provides that * * * “On cars held for un¬ 
loading, time will be computed from the first 7 00 a.m. after place- 


353 


National Car Demurrage Rules. 

ment on public-delivery tracks, and after the day on which notice 
of arrival is sent or given to consignee.” 

Question. —After notice of arrival has been sent, car is not 
placed within 24 hours. It then is placed, and a notice of place¬ 
ment sent. From what time shall free time be computed? (This 
is also in connection with Rule 4, Section A.) 

Answer. —Time should be computed from next 7 00 a.m. after 
placement and notice. 

INTERPRETATION NO. 323. 

Rule 3, Section B, provides that “On cars held for orders, time 
will be computed from the first 7 00 a.m. after the day on which 
notice of arrival is sent or given to the consignee.” 

Rule 3, Section B, also provides that “When orders for cars 
held for disposition or reconsignment are mailed, such orders will 
release cars at 7 00 a.m. of the date orders are received at the sta¬ 
tion where the freight is held.” * * * 

Question. —If a shipper forwards a car billed to himself at some 
distant point, and, after the arrival of the car at destination, gives 
a reconsigning order to the agent at the originating point, which 
is accepted, shall the car be released at the time the order is re¬ 
ceived by the agent at the originating point or when received by 
the agent at destination? 

(а) When the point of origin and point of destination are on 
the same line? 

Answer. —Car should be released at the 7 00 a.m. of the day 
notice is received at destination, provided the notice is mailed 
prior to the date received, but notice mailed and received on the 
same date releases car the following 7 00 a.m. 

This is covered by Rule 3, Section B, Paragraph 2. 

(б) When the point of origin and point of destination are on 
different lines? 

Answer. —Under Rule 3, Section B, it would make no difference 
if the point of origin and point of destination are on different lines. 

INTERPRETATION NO. 324. (OBSOLETE.) 

Question. —From what time should free time be computed on 
a car, the notice of arrival of which was mailed to consignee on the 
first day of the month when the United States mail service does 
not deliver notice to consignee until the afternoon of the second 
day of the month? 

Answer. —The railroads are not responsible for the United 
States mail service, and, therefore, time should be computed from 
7 00 a.m. of the second day of the month. 

RULE 3, SECTION C. 

Rule 3, Section C, provides for computing free time on cars 
containing bonded freight. 


% 


354 


National Car Demurrage Rules. 

INTERPRETATION NO. 331. (OBSOLETE.) 

(See Rule 2, Section B, Paragraph 6.) 

Question. —When cars arrive at destination in bond and are 
not promptly released by the payment of duties, so that permit 
may be issued by the United States Government, can demurrage 
be charged? 

Answer. —Under the present rule, no demurrage could be 
charged. But the instructions of the United States Treasury De¬ 
partment provide that as soon as Collector is notified of arrival 
of car he will order lading stored. 

RULE 3, SECTION D. 

Rule 3, Section D, reads: 

“On cars to be delivered on any other than public-delivery tracks, 
time will be computed from the first 7 00 a.m. after actual or con¬ 
structive placement on such tracks. See Rule 4 (Notification) 
and Rules 5 and 6 (Constructive Placement). 

“Note. —‘Actual placement’ is made when a car is placed in an 
accessible position for loading or unloading or at a point previously 
designated by the consignor or consignee.” 

interpretation no. 341. 

A consignee has a private track of 15 cars’ capacity; unloading 
of consignment must be done by crane. Ability to unload by 
crane is three or four cars per day. Eleven cars placed on siding 
and railroad missed the usual daily switch, which was necessary 
to get cars under the crane. 

Question. —Should any allowance be made under Rule 3, Section 
D, or should consignee arrange his facilities for unloading so that 
all cars which the siding can accommocate can be unloaded? 

Answer. —Yes. Such time as is lost by failure of the railroad 
company to make at least one switch a day. 

RULE 3, SECTION E. 

Rule 3, Section E, provides that on cars to be delivered on pri¬ 
vate tracks, time will be computed from the first 7 00 a.m. after 
placement. 

interpretation no. 351. (covered by amended rule.) 

(See Rule 3, Section D.) 

Question. —If a car is placed on a private siding, but at a point 
inaccessible to the consignee, should the time start from the time 
the car was put on the siding, regardless of its inaccessibility, or 
from the time it is placed in an accessible position? 

Answer. —If it is the railroad company’s fault, the time the 
car is not accessible should be added to the free time. 


355 


National Car Demurrage Rules. 

INTERPRETATION NO. 352. 

Rule 4, Section C, provides that delivery as per Rule 3, Section 
D, will constitute notification. 

Question. —If a car containing a shipment which has been trans¬ 
ferred in transit is placed on a private siding— 

Should the time start from the time the car is placed even if 
railroad fails to give notice to the consignee of the original car 
number? 

Answer. —As consignee would be unable to identify, the free 
time should not start until he receives the necessary information to 
identify. 

interpretation no. 353. (covered by amended rule.) 

Besides the above provisions of Rules 3, Section E (now Section 
D), and 4, Section C, Rule 8, Section D, provides that to take 
advantage of Rule 8 when notice is improper or delayed, the con¬ 
signee must make his objections to notice within 24 hours after 
receiving same. 

Question. —When a car placed upon a private siding cannot 
be identified by consignee on account of the error or omission of 
the carrier, must the consignee make his objections within twenty- 
four hours after placement of cars or lose the right to call in ques¬ 
tion the sufficiency of the notice? 

Answer. —This comes under delayed or improper notice, and 
the rule distinctly states that the consignee must make his ob¬ 
jection within 24 hours. 

Rule 3, Section E, reads: “On cars to be delivered on inter¬ 
change tracks of industrial plants performing their own switching 
service, time will be computed from the first 7 00 a.m. following 
actual or constructive placement on such interchange tracks until 
return thereto,” etc. 

% 

^INTERPRETATION NO. 361. (AMENDED.) 

Question. —Under the average rule, it is the general practice, 
when a loaded car is delivered to an industry performing its own 
switching service, reloaded and returned to the interchange track, 
to treat it as two cars, and allow two credits if returned to the 
interchange track within 48 hours, one credit if returned within 
72 hours, and neither a debit nor credit if returned in 96 hours. 
Is it proper to treat such a car as two cars when detained beyond 
the arbitrary period of seven days; in other words, is it proper to 
allow 14 debits before earning the arbitrary charge, treating it 
as two cars under the seven-day stop clause of the average rule? 
(This also refers to Rule 9.) 

Answer. —When it is impracticable to check the tracks of the 
industry, such a car may be allowed 10 debits before arbitrary 
charge is made. 


356 


National Car Demurrage Rules. 

INTERPRETATION NO. 362. 

Question. —Should a railroad yard some distance from a mill 
be considered as an interchange track when the mill takes the cars 
with their own engines from such a track? This raises the question 
of notice; if it is considered an interchange track, no notice being 
required. This also involves the question of engines moving over 
railroad tracks between mills. (This also refers to Rule 4, 
Section C.) 

Answer. —If the railroad is in the habit of taking cars away 
from this assigned track they are not really placed for the industry, 
unless notice is served on the industry tendering the cars. It 
hardly seems logical to charge an industry with cars if the railroad 
company can take them away, as the industry would have no 
method of checking what cars had been tendered them. 

INTERPRETATION NO. 363. 

Question. —An industry doing its own switching removes an 
empty car from interchange track at 8 00 a.m., makes use of the 
car in inter-mill service, and returns it empty to the interchange 
track at the end of the same day. Should Rule 3, Section E, apply, 
and no charge be made? 

Answer. —If a car taken for outbound loading is incidentally 
used in inter-mill service and not loaded for movement, it comes 
under Rule 6, Section B. It is to be noted that the providing of 
any cars free for use in inter-mill service may be an illegal dis¬ 
crimination. (See Interpretations Nos. 902 and 903.) 

RULE 4, SECTION C. 

Rule 4, Section C, provides that notice of arrival is not necessary 
on cars delivered to private sidings or industrial interchange tracks. 

interpretation no. 421. 

Question. —In the case of an interchange track being in a yard 
where empties are placed for an industry, but where the railroad 
has free access and may take the empties out of this yard after 
they are placed, is it proper, instead of charging from the first 7 00 
a.m. after the cars are placed on the interchange track, to charge 
from the first 7 00 a.m. after the industry takes the cars away; 
that is to say, in this case does the fact that the railroad goes in 
and takes the cars from the interchange track make it cease to be 
an interchange track in the sense of absolute delivery to the works? 

Answer. —As long as the railroad has free access to the yard 
and has control over the empties in this yard they cannot be charged 
to the industry until they take cars away, unless they have been 
ordered by the industry and tendered on the order. 

INTERPRETATION NO. 422. 

Question. —Cars other than those for delivery to the industry 
are sometimes placed on the interchange track of industries per- 


3.57 


National Car Demurrage Rules. 

forming their own switching service, and such industry is unable 
to identify its own cars. Should notice of placement be given to 
the industry of all cars placed for it and free time be computed 
from the first 7 00 a.m. after notice or from the first 7 00 a.m. after 
actual placement? 

Answer. —If the industry cannot identify the car, delivery 
cannot be considered to have been made until the necessary in¬ 
formation is given; otherwise industries would take in cars which 
did not belong to them and which had been incorrectly placed by 
the railroad. Free time is computed from next 7 00 a.m. after 
placement and notice. 

RULE 5, SECTION B. 

Rule 5, Section B—placing cars for unloading—reads: 

“When delivery cannot be made on specially designated public- 
delivery tracks on account of such tracks being fully occupied, or 
from other cause beyond the control of the carrier, the carrier shall 
send or give the consignee notice in writing of its intention to make 
delivery at the nearest point available to the consignee, naming the 
point. Such delivery shall be made unless the consignee shall before 
delivery indicate a preferred available point, in which case the pre¬ 
ferred delivery shall be made.” 

INTERPRETATION NO. 511. 

Question. —When there are two public-delivery tracks at a 
point on the same road, which are some distance apart, and the 
consignee requests that placement of a given car be made on one 
of these tracks, which is only one block from his place of business, 
but which track is fully occupied by cars for other patrons, how 
far distant must the other team-track be from the said consignee’s 
place of business before it can be considered accessible? 

Answer. —Distance should not be considered. Car should 
be offered at nearest available track. If refused, then it should 
be held for consignee, subject to demurrage. 

INTERPRETATION NO. 512. 

Question. —Where a consignee requests a car placed on a pre¬ 
ferred team track which is filled with cars, can the provisions of 
the constructive placement rule be applied, providing such con¬ 
signee is willing to accept and acknowledge a written notification 
of constructive placement; or must such a car be placed on some 
other public-team track before demurrage charges can be lawfully 
assessed, although consignee is willing to pay demurrage charges 
and wait until there is room on the preferred public-delivery track? 

Answer. —The consignee being willing to accept the notification 
as constructive placement and agreeing to pay demurrage, the 
railroad can hold the car until the preferred track is in condition 
to receive car without placing same on some other team track. 


358 


National Car Demurrage Rules. 

INTERPRETATION NO. 513. 

Rule 5, Section B, reads, in part: “When delivery cannot be 
made on specially designated public-delivery tracks on account 
of such tracks being fully occupied, or from other cause beyond 
the control of the carrier, the carrier shall send or give the consignee 
notice in writing of its intention to make delivery at the nearest 
point available to the consignee, naming the point.” 

A portion of a team track is assigned to a contractor and ac¬ 
cepted by him for his private use. It is sufficient to accommodate 
four cars and the contractor erects a conveyor at that point. 

Consignee’s freight cannot be unloaded without the use of the 
conveyor. 

He is working under the average agreement. 

Owing to weather interference and other causes cars accumulate 
and are placed on other nearby tracks and held there until they could 
be placed on conveyor track. 

There were loaded cars under the conveyor at all times. 

Consignee claims exemption from demurrage under Rule 5, 
Section B. 

Question. —Can the portion of the team track so assigned be 
considered a private track and are the cars held on the nearby 
tracks subject to constructive placement as provided for in Rule 
5, Section A? 

Answer. —Yes. 


RULE 6, SECTION A. 

Rule 6, Section A, reads, in part: “Cars for loading will be 
considered placed when such cars are actually placed or held on 
orders of the consignor.” 

Rule 4—“Notification”—has no provision for notification of 
empty cars placed for loading. 

INTERPRETATION NO. 601. 

Question. —Should a notification of placement be given for 
an empty car placed for loading at any siding or spur track under 
the jurisdiction of an agent located at a station several miles away? 

Answer. —This is not necessary, as Rule 6, Section A, does 
not require that any notice shall be given. 

RULE 6, SECTION B. 

Rule 6, Section B, provides for no free time allowance on empty 
cars placed but not used. 

Instructions to Rule 7, Section C, provide that, when cars are 
detained on private tracks and payment of accrued demurrage 
charges is refused, further cars will not be furnished after 5 days’ 
written notice. 


359 


National Car Demurrage Rules. 

INTERPRETATION NO. 611. 

Question. —Where parties ordering empty cars have refused 
to pay demurrage charges accruing after cars have been placed 
and not used, can further supply of empty cars be refused to such 
party at the same and other stations until such previously accrued 
charges have been paid? 

Answer. —It would hardly be permissible to refuse to furnish 
empty cars, as the railroad company has a redress in an action 
in the courts. 


RULE 8, CLAIMS. 

In some localities there is a State, county or municipal law re¬ 
stricting the use of roads (highways) when in soft condition. 

interpretation no. 800. 

Question. —What allowance should be made to consignee for 
days on which this condition exists? 

Answer. —As the action of the authorities in restricting the 
use of the roads is not a railroad disability, no allowance should 
be made. 

RULE 8, SECTION A-THE WEATHER RULE. 

Rule 8, Section A, provides that no demurrage shall be assessed 
for detention caused by certain weather interference. 

INTERPRETATION NO. 811. 

Question. —When a plant or any approach to the same plant 
is inaccessible by reason of a flood, should any allowance in free 
time be made. 

Answer. —Where this involves no disability of the carrier, no 
allowance should be made. 

INTERPRETATION NO. 812. (OBSOLETE.) 

Question. —The average rule, Rule 9, Section D (now Section 
C), forbids the shipper to take advantage of the provision in Rule 8, 
Section A, Paragraph 2, exempting frozen ore from demurrage. 
Should this apply when the ore is frozen before the cars are de¬ 
livered to the consignee, and does not this constitute a railroad 
error, as per Rule 8, Section E? 

Answer. —As the freezing of the ore is not a railroad disability, 
and as the average rule specifically states that the weather rule 
will not apply in computing averages, no allowance can be made. 

INTERPRETATION NO. 813. 

Question. —In the case of a shipment of material not subject 
to “serious injury” by rain, such as coal, rock, etc., should an al¬ 
lowance be made for an ordinary rainy day? In other words, would 


360 


National Car Demurrage Rules. 

such a day constitute a condition of weather making it “impossible 
to employ men or teams in loading or unloading?” 

Answer. —This is to be handled strictly as a question of fact, 
and determined on best evidence available. 

INTERPRETATION NO. 814. (AMENDED.) 

Shipments of tanning extract received frozen. Commodity 
can be thawed in one day, and can be drawn off in one day. 

Question. —Should two days be allowed to draw it off after 
extract has been thawed out? 

Answer. —As the weather rule makes no limit as to the time 
to be allowed, such time allowance would have to be made as would 
be necessary to thaw out the liquid. 

INTERPRETATION NO. 815. 

Empty car placed for loading, partially loaded, but, on account 
of weather, completion of load prevented, and car then unloaded. 

Question. —Should any free time allowance be given? If so, 
how much? 

Answer. —If car is returned empty, it should be treated as a 
car taken empty and not used, and come under Rule 6, Section B. 

INTERPRETATION NO. 816. 

Question.—W hat allowance should be made for snow or icy 
roads at points other than at immediate track where car is being 
unloaded? 

Answer. —The railroad is not responsible for the condition of 
roads off their right of way, and no allowance should be made. 

INTERPRETATION NO. 817. 

Question. —What allowance, if any, should be made when only 
part of a day is rainy? For example, it rains from 7 00 to 9 00 
a.m., while the rest of the day is fair, or from 11 00 a.m. to 1 00 
p.m., the day being fair before and after these times; or, the day 
is fair up until 4 00 p.m. 

Answer. —Allowance should be made only for the time it is 
actually raining. 

INTERPRETATION NO. 818. 

Question. —Should an allowance be made for weather inter¬ 
ference after the expiration of free time, if cars have been bunched 
so as to prevent the consignee from unloading within the free time. 

Answer. —Yes; if cars have been bunched and weather has 
interfered with the unloading, such additional free time should be 
allowed as was lost by bad weather. 


361 


National Car Demurrage Rules. 

RULE 8, SECTION B-THE BUNCHING RULE. 

INTERPRETATION NO. 831. 

Question. —Do the words of the bunching rule mean that the 
cars must be grouped together, not necessarily in one train or in 
one yard, but in such a manner that they will arrive at destination 
and be tendered to consignee on the same day, when they have 
been shipped on different dates, or are they intended to apply as 
well to two cars shipped two days apart and arrive at destination 
and be tendered to consignee one day apart? 

Answer. —Bunching rule should apply in both of these cases, 
as cars should be delivered as nearly as possible in the order of their 
shipment. 

INTERPRETATION NO. 832. 

Question. —A shipper gives orders to ship three cars two days 
apart from the same point of shipment to the same destination, 
and shipper complies with these orders. The three cars arrive 
at destination on the same date; the consignee’s ordinary capacity 
for unloading is only one car in two days. What allowance should 
be made? 

Answer. —In this case the consignee should be allowed, on one 
car, 48 hours; the second car, 96 hours, and the third car, 144 
hours. 

« 

INTERPRETATION NO. 833. (COVERED BY AMENDED RULE.) 

(obsolete.) 

Rule 8, Section B, Paragraph 2—the bunching rule—reads 
(prior to amendment of May 15, 1912): “When, as a direct result 
of the act or neglect of carriers, cars destined for one consignee, 
at one point, and transported via the same route,” etc. 

Question. —Does the term “transported via the same route” 
mean cars must originate at the same point, or does it embrace 
cars originating at different points on the same line? 

Answer. —The rule in regard to bunching makes no provision 
that the cars must originate at one point; therefore, they may 
originate at any number of points, provided they are transported 
via the same route. 


INTERPRETATION NO. 834. 

Question (a).—A consignee receives a consignment of a num¬ 
ber of cars of heavy material at a station where the railroad main¬ 
tains a station crane. The entire shipment arrives within two 
days after being unloaded from a vessel. The consignee is only 
able to unload one car a day, and claims demurrage should not 
start until the cars are actually placed under the crane. When 
does demurrage start on the cars held out? 

Answer. —The railroad company is not obliged to furnish a crane, 
and if consignee desiring to use it has shipments made to him in 


362 


National Car Demurrage Rules. 

greater quantities than the known capacity of the crane, he should 
be responsible for the demurrage. So in this case demurrage 
would begin forty-eight hours after the next 7 00 a.m. after con¬ 
signee is notified. 

(6).—How would demurrage be affected on a second consignment 
for another consignee arriving before the first consignment had been 
unloaded? 

Answer. —As cars must be placed in the order of their arrival, 
the second consignee must wait until all of the cars of the first ar¬ 
rival are unloaded, and demurrage should begin forty-eight hours 
after the next 7 00 a.m. after consignee is notified of the arrival 
of the cars. 


RULE 8, SECTION B, PARAGRAPH 2. 

Rule 8, Section B, Paragraph 2—the bunching rule—provides 
(prior to amendment of May 15, 1912): “Claim to be presented 
to the carrier’s agent before the expiration of the free time.” 

INTERPRETATION NO. 835. (OBSOLETE.) 

Question. —Are allowances on account of bunching of inbound 
cars conditional upon consignees having presented to the agent, 
before the expiration of the free time on such cars, a claim to the 
effect that the said bunching of cars in transit was responsible 
for the detention? 

Answer. —Yes; as the rule so provides. 

* INTERPRETATION NO. 836. 

Rule 8, Section B, Paragraph 2—the bunching rule—provides: 
“Claim to be presented to carrier’s agent within fifteen (15) days.” 

Question. —From what date should the fifteen-day period 
begin? 

Answer. —As the consignee is not in position to make any claim 
on account of bunching until the demurrage bill is presented, the 
fifteen-day period should begin on the day following the day on 
which it is presented. 

RULE 8, SECTION E-ERRORS. 

interpretation no. 861. 

Question. —A consignee has a quantity of freight shipped to 
him in such amounts as he could ordinarily unload without in¬ 
curring demurrage, but, owing to a strike or trouble with his em¬ 
ployes, he is unable to unload so as not to incur demurrage. Should 
any time allowance be made? 

Answer. —The railroad company is not responsible for the con¬ 
ditions of labor in an industry, and, therefore, no allowance should 
be made on account of a strike. 


363 


National Car Demurrage Rules. 

INTERPRETATION NO. 862. 

Question. —Does this rule cover only errors made by the road 
on which the car is loaded, or does it cover errors on any railroad 
over which the car may have traveled, including the originating 
road? 

Answer. —The rule states simply railroad errors. Thes would 
naturally apply to any railroad over which the freight is trans¬ 
ported. 

interpretation no. 863. 

Freight is damaged in transit, and consignee declines to accept 
car until adjustment is made by railroad company. 

Question. —Does rule apply, and exempt car from demurrage 
charge? 

Answer. —No. 

INTERPRETATION NO. 864. 

Question. —Does rule apply in case of excessive delay in transit, 
on account of which a given shipment is refused by consignee? 

Answer. —The rule should apply when the delay is so excessive 
as to justify refusal. 

INTERPRETATION NO. 865. 

Charges accrue, it is claimed, on account of “run-arounds” causing 
later shipments to be placed ahead of earlier shipments. 

Question. —Does rule apply under these circumstances? 

Answer. —“Run-arounds” do not come under the rule unless 
bunching is caused by the “run-arounds.” When cars are under 
constructive placement and recent arrivals are “run-around” 
and then unloaded in less than twenty-four hours, proper allow¬ 
ance should be given. No allowance can be made when consignee 
is working under the average rule. (See Rule 8, Section B.) 

INTERPRETATION NO. 866. 

Question. —What allowance should be made where the regular 
switching time is 8 00 a.m. and such switching is not performed 
until 12 00 noon? 

Answer.—A railroad is not obliged to make more than one 
switch, and a delay in switching of a few hours should not be taken 
into account, unless custom has established a more frequent practice. 

interpretation no. 867. 

Question. —What allowance should be made where two or 
more firms occupy the same track, which necessitates the disturbing 
of one of the industry’s cars in order to switch cars of the other 
industry? 

Answer. —If two firms occupy the same track, it is their dis¬ 
ability, and the interruption to their loading or unloading necessary 
to operate the track is not the fault of the carrier. 


364 


National Car Demurrage Rules. 

INTERPRETATION NO. 868. 

Question. —What allowance should be made where cars are 
taken away from an industry while one road delivers cars to another? 

Answer. —As this is the fault of the carrier, time should be 
allowed equal to the time the cars are away from the industry. 

interpretation no. 869. 

Question. —When there are cars on constructive placement 
and the railroad fails to shift the siding of the consignee in whole 
or in part, what allowance should be made for this error of the 
railroad company? 

Answer. —No allowance will be made unless all cars are un¬ 
loaded before next shift is made. If a shift is missed when a siding 
is full of empty cars, one day extra free time is to be allowed on 
each car under constructive placement at the time shift was missed. 
If a shift is missed when only a part of the cars on the siding are 
empty, one day extra free time will be allowed on a proper pro¬ 
portion of the cars under constructive placement. This proportion 
corresponds to the proportion of empty cars to the total number 
of cars on the siding when the shift is missed. When shifts are 
regularly made twice a day, half above allowance will be made, 
and so on. Each commodity will be computed separately, when 
so requested. (See Rules 5, Section A, and 6, Section A.) 

INTERPRETATION NO. 870. 

Question. —What allowance should be made where an unex¬ 
pected rush of business in a given district prevents the prompt 
placing for actual unloading of cars constructively placed? 

Answer. —Allowance should be made only when a switch is 
actually missed. 

interpretation no. 871. 

Question. —A railroad has a right to demand the surrender 
of the bill of lading on all shipments, but it is the custom to require 
only the surrender of bills of lading reading “to order.” A car was 
billed in error “to order,” which caused delay in releasing the car, 
so that demurrage accrued. If the car had not been billed “to 
order” it would have been promptly released. Should the demur¬ 
rage be cancelled? 

Answer. —Yes; as this was a railroad error. 

# 

RULE 9—THE AVERAGE AGREEMENT. 

^INTERPRETATION NO. 900. (AMENDED.) 

A public elevator under the law is not allowed to handle its 
own grain, penalty being provided in some States. It is not the 
consignor or consignee of the grain; it loads or unloads the grain 
under instructions of the owner. 


365 


National Car Demurrage Rules. 

Question. —Is this public elevator entitled to the average plan 
on all the cars it loads or unloads? 

Answer. —As the elevator company is not the consignor or 
consignee of the commodity, does not pay freight upon it and 
cannot be held for demurrage, it is not entitled to work under the 
average plan, but any consignor or consignee on whose account 
grain is handled by the elevator may sign the average agreement. 

INTERPRETATION NO. 901. 

Question. —Should cars loaded with grain which are held for 
orders, and subsequently ordered by the consignee to be unloaded 
into the elevator of a carrier, come under the average agreement 
of such consignee? 

Answer. —The average plan does not cover cars held for orders, 
and, therefore, the average plan could not be applied in this case 
until the cars are actually ordered unloaded. 

INTERPRETATION NO. 902. 

Empty cars are delivered to concerns working under average 
agreement and not used. 

Rule 6, Section B, provides for no free time allowance on empty 
cars placed but not used. 

Question. —Do empty cars, not returned loaded, come under 
the average agreement? If so— 

(а) Do they get one credit if returned empty in 24 hours? 

Answer. —These cars come under the average agreement, and 
also under Rule 6, Section B. A debit will be charged for every 
day such a car is held. 

(б) Do the provisions of Rule 6, Section B, apply in connection 
with the average agreement? 

Answer. —Yes. (See Interpretation No. 363.) 

interpretation no. 903. 

Question. —Should cars used in inter-mill service be included 
in the average agreement? 

Answer. —If cars are provided for inter-mill service, proper 
rental should be charged without reference to demurrage. (See 
Interpretation No. 363.) 

interpretation no. 904. 

Question. —Can the cars of one consignee, handled at two 
separate and distinct stations, under different agents, be assembled 
under one average agreement? 

Answer. —No. The agreement provided in Rule 9 covers only 
one station. Separate agreements must be entered into for each 
station. 


National Car Demurrage Rules. 


INTERPRETATION NO. 905. 

Question. —Consignee receives freight at two separate and 
distinct delivery yards under the jurisdiction of a single agent, 
and such delivery yards may be a mile apart. Should a separate 
average agreement be made effective with such consignee at one 
of such delivery yards and not at the other; or, if he enters into 
the average agreement, must same include all cars handled by 
such consignee at both of such delivery yards? 

Answer. —If two separate and distinct delivery yards are lo¬ 
cated at one station, there should be only one agreement. If the 
yards are at different stations, there should be two agreements, 
even if there is only one agent over both stations. 

INTERPRETATION NO. 906. 

Question. —Consignee has two plants located along the same 
line, one a few blocks sway from the other, and the nature of the 
commodity handled at one of the plants will be different from that 
handled at the other plant. Will the average agreement apply 
at each of such plants separately, or must it include cars handled 
at both of such plants? 

Answer. —The difference in the commodity handled at the separ¬ 
ate plants would not affect the average agreement, and both plants 
should be included in same if at the same station. 

INTERPRETATION NO. 907. 

Question. —Where there are two or more separate and distinct 
freight stations under the jurisdiction of one agent, if a consignee 
handles cars at more than one of such stations must the average 
agreement include the cars handled at all such stations jointly, 
or can it be made to include only the cars handled at one of such 
stations? 

Answer. —If the accounts of the distinct freight stations are 
kept separate, the question of the jurisdiction of one agent would 
have nothing to do with the average agreement, and, therefore, 
there should be separate ones for each station. 

INTERPRETATION NO. 908. 

Question. —Where an industry is having work done on its plant, 
and the cars for the contractor are consigned in the care of the 
industry, the industry working under the average plan, can the 
cars for the contractor be taken into the account of the industry 
under the average plan, the industry guaranteeing the freight 
charges? 

Answer. —No. The benefits of an average agreement cannot 
be conveyed to any other interest than that signing the same. 

Rule 9—Average Agreement—reads: “When a shipper or 
receiver enters into the following agreement, the charge for de¬ 
tention to cars, provided for by Rule 7, on all cars held for loading 


367 


National Car Demurrage Rules. 

or unloading by such shipper or receiver shall be computed on the 
basis of the average time of detention to all such cars released during 
each calendar month, such average detention being computed 
as follows:” 

INTERPRETATION NO. 909. (COVERED BY AMENDED RULE.) 

Question. Does this mean that the average detention is to 
be calculated on the detention during one month to all the cars 
handled, including those on hand at the end of each calendar 
month, or on the basis of the total delay to the cars released during 
the month? 

Answer. —On the total delay to the cars released during the 
month, as Rule 7 states that “a charge * * * will be made 

until car is released.” 


interpretation no. 910. 

Question. —Consignee receives freight at two separate and 
distinct plants under the jurisdiction of a single agent, and such 
plants may be a mile apart. While only one average agreement 
should apply to both plants, can consignee, if he so desires, enter 
into separate agreements for each plant? 

Answer. —Yes, if shipper desires this privilege. 

RULE 9, SECTION A. 

Rule 9, Section A, provides: “A credit of one day will be al¬ 
lowed for each car released within the first twenty-four hours of 
free time. A debit of one day will be charged for each twenty- 
four hours or fraction thereof that a car is detained beyond the 
free time.” * * * 

INTERPRETATION NO. 920. 

Question. —A consignee has signed the average agreement 
under the National Demurrage Rules. Under the State law, 
seventy-two hours (three days) is allowed for unloading shipments 
of coal in carloads, but no average agreement is prescribed. Should 
seventy-two hours (three days) be allowed under the average 
agreement on intrastate shipments of coal in carloads before debits 
are charged? 

Answer. —No. When the average agreement is signed, the 
parties signing same obligate themselves to abide by its terms, 
which provide a credit of one day for each car released within 
the first twenty-four hours of free time. A debit of one day will 
be charged for each twenty-four hours or fraction thereof that 
a car is detained beyond the free time. 

INTERPRETATION NO. 921. (WITHDRAWN.) 

Rule 9, Section A, reads as follows: “In no case shall more 
than five (5) days’ credit be applied in cancellation of debits ac¬ 
cruing on any one car, making a maximum of seven (7) days that 
any car may be held free; this to include Sundays and holidays.” 


368 


National Car Demurrage Rules. 

Question. —To what period does the inclusion of Sundays and 
holidays apply? 

Answer. —Credits or debits shall be computed (as under the 
straight Demurrage Rules) exclusive of Sundays and holidays 
up to and including the fifth day of the debit period; thereafter 
a charge for detention shall be made of $1.00 per car per day or 
fraction thereof for each additional day of detention, to include 
Sundays and holidays. 

* INTERPRET ATI ON NO. 922. 

Rule 9, Section A — the Average Agreement — provides: 
“ * * * in no case shall more than five (5) days’ credit be 

applied in cancellation of debits accruing on any one car. When 
a car has accrued five (5) debits, the charge provided for by Rule 
7 will be made for all subsequent detention, including Sundays 
and holidays.” 

Question. —In case the fifth debit begins 7 00 a.m. Saturday 
and car is not unloaded until the following Monday after 7 00 a.m., 
is the arbitrary charge $2.00? 

Answer. —Yes. Car has accrued five debits after 7 00 a.m. 
Saturday, and all calculations should be made on basis of a full 
day of 24 hours or fraction thereof. 

RULE 9, SECTION C. 

Rule 9, Section C—the average rule—reads: * * * “For 
the purpose of applying this provision, cars shall be deemed to con¬ 
sist of tw r o classes: (1) Box cars, including refrigerator cars; 
(2) freight cars of all other description.” (Eliminated in the 
revision of May 15, 1912.) 

INTERPRETATION NO. 930. (OBSOLETE.) 

Question (a).—Can a consignee or shipper sign the average 
agreement to cover one class of cars and exclude the other; that 
is, cover box cars and exclude coal cars, or vice versa? 

Answer. —No; the average rule distinctly states “when shipper 
or receiver enters into the following agreement on all cars,” etc. 
It would not, therefore, be permissible to exclude from the agree¬ 
ment any particular class of cars. 

( b) If a shipper orders box cars, so as to equalize his average 
on that kind of equipment, or on order from the consignee for 
the same reason, and the railroad supplies another kind of equip¬ 
ment, can the cars so supplied be counted as box cars, and vice 
versa? 

Answer. —No; if the shipper accepts the cars tendered by 
the railroad company for loading, the rule must be applied on 
the class of car so loaded. 


369 


CODE OF 

PER DIEM RULES. 


GOVERNING SETTLEMENT FOR THE USE OF 

FREIGHT CARS. 


IN EFFECT AUGUST 1, 1914. 


ADOPTED APRIL 24, 1902. 

WITH AMENDMENTS TO MAY 20, 1914. 




370 


PER DIEM RULES AGREEMENT. 


The subscribing railroad company promises and agrees with 
each railroad company severally which heretofore or hereafter 
may have subscribed and filed a like agreement with the Secre¬ 
tary of The American Railway Association, that the subscriber 
will abide by the rules governing settlement for the use of freight 
cars, as adopted by the Association and designated “Per Diem 
Rules” on the minutes of its proceedings; this agreement to con¬ 
tinue until withdrawn by three months’ previous notice in writing 
to the Secretary of the Association. 



371 


DEFINITIONS. 

Home Car—A car on the road to which it belongs. 

Foreign Car —A car on a road to which it does not belong. 

Private Car —A car having other than railroad ownership. 

Home —A location where a car is in the hands of its owner. 

Home Road —The road which owns a car, or upon which the 
home of a private car is located. 

Home Route —The line of intermediate roads over which a 
foreign car was moved from home. 

Home Junction —A junction with the home road. 

Home Route Junction —A junction on the home route. 

Switching Service —The movement of a car to be loaded or 
unloaded, or the movement of a car between railroads, at a charge 
for the service rendered within designated switching limits, the 
road performing the service not participating in the freight rate. 

Subscriber —A road which is a subscriber to the Per Diem 
Rules Agreement. 

Non-Subscriber —A road which is not a subscriber to the Per 
Diem Rules Agreement. 


372 


PER DIEM RULES 

GOVERNING SETTLEMENT FOR THE USE OF 

FREIGHT CARS. 


1. The rate for the use of freight cars shall be 45 cents per car 
per day, which shall be paid for every calendar day, and shall be 
known as the per diem rate; except that where Per Diem is not 
reported to car owner within six months from the last day of the 
month in which it is earned, the rate shall be increased 5 cents 
per car per day; and except in cases where amount has been reported 
in error to another road, as provided in Per Diem Rule 11. 

2. Days shall be reckoned by subtracting the date of receipt 
from the date of delivery. The day of receipt should be disre¬ 
garded, and payment made for day of delivery. 

A road receiving and delivering a car on the same date shall 
not pay the Per Diem for that day. 

3. Freight cars must be handled as prescribed by Rules 1, 2, 3, 
and 4* of the Code of Car Service Rules of The American Railway 
Association. 


* Car Service Rules 1, 2, 3 and 4: 

1. Foreign cars must be promptly returned to their owners, and must be handled 
as prescribed by Rules 2, 3 and 4. 

2a. Loaded (via any route) so that the home road will participate in the freight 
rate, or 

b. Loaded to the road from which originally received, if such loading is in the 
direction of the home road, but not otherwise, or 

c. Loaded to an intermediate road in the direction of the home road, or 

Note.—(A road or a combination of roads competing with the road owning the 
car from point of delivery to destination shall not be considered as an intermediate 
road or roads.) 

d. Loaded in local service in the direction of any junction point with the home 
road, or 

e. Cars may be loaded locally in an opposite direction from the home road or home 
route if to be loaded according to Rule 2 a, 6 or c. 

3 a. Empty cars belonging to a system having a direct connection should, subject 
to 3 b, be delivered to such connection regardless of whence they came, or may be re¬ 
turned to delivering line. 

b. The car owner shall have the right to demand the return of his empty cars at 
the junction point where delivered loaded. 

Note.—T his right does not apply to cars offered home for repairs under the provi¬ 
sions of M. C. B. Rule 2. 




373 


Per Diem Rules. 

4. All railroads, including ferry lines, shall be responsible to 
the car owner for amounts accruing for the use of a car at the es¬ 
tablished rates, whether such car is in road service or switching 
service, until the car has been delivered to the owner or to another 
road. 

5. An arbitrary amount for each car in switching service may 
be reclaimed by each individual switching line from the road for 
which the service was performed. This amount shall be based 
upon the average number of days, not to exceed five, actually 
required in such switching service, to be determined annually by an 
examination of the records of each individual switching line by the 
roads directly interested for each local territory. 

No reclaim shall be allowed for an intermediate switching 
movement. 

No reclaim shall be allowed under this rule to a non-subscriber. 

6. In case a subscriber delivers a car of another subscriber to 
a non-subscriber it shall pay to the owner an amount equal to the 
Per Diem accruing on the car while on such non-subscriber road. 
The owner will accept settlement for the use of the car only from 
the delivering subscriber, who must make settlement with the 
non-subscriber. 

7. When a car has been destroyed and reported under the 
Master Car Builders’ Rules the Per Diem shall cease from the 
date of notice to owner. 

8. When a car is detained awaiting the receipt of repair material, 
which under M. C. B. Rules must be obtained from the owner, 


c. Empty cars may be sent in an opposite direction from the home road or home 
route, if to be loaded according to Rule 2 a, b or c. 

d. Empty cars may be delivered to connecting road, switching or otherwise, to be 
loaded in accordance with Rule 2 a, b or c, but not otherwise, 

e. When necessary to return cars empty belonging to roads other than direct con¬ 
nections they may be delivered to the road from which received. 

/. When it is desired to short-route an empty car home, the car may, with the 
consent of the owner and the roads over which the car must move, be short-routed 
at a reciprocal rate of 2 V 2 cents per mile, plus bridge and terminal arbitraries, with a 
minimum of 100 miles, for each road handling the car; charges to be paid by the road 
requesting the movement. 

4. Cars received loaded in switching service must be confined to switching terri¬ 
tory and when made empty must be returned to the owner if a direct connection 
within that territory or otherwise to the road from which received, or may be loaded 
within switching territory in accordance with Rule 2 a. 

Note — (Car Service Rules 1 to 4, inclusive, do not apply to cars reconsigned with 
original lading under duly filed and published tariffs.) 



374 


Per Diem Rules. 

the Per Diem shall cease from the date the necessary material 
is ordered from the owner until the date on which it is shipped, 
as evidenced by carrier’s shipping receipt. 

When a car unsafe to load on account of general worn-out 
condition, due to age, decay or corrosion, is reported to owner 
under M. C. B. Rule 120,* Per Diem shall cease from date of such 
report. 

If owner authorizes the repair of such car, and no repair material 
is required from owner, Per Diem shall begin after repairs are 
completed but in no case to exceed 60 days from date such authority 
is given. If repair material must be obtained from the owner 
under Paragraph 1 of this rule, Per Diem shall begin after repairs 
are completed, but in no case to exceed 60 days from date material 
is shipped as evidenced by carrier’s shipping receipt. 

9. The Interchange Reportsf shall be made on the prescribed 
torm No. (B-l). Columns 2, 3, 4, 5 and 9 must be filled. 

They shall close at midnight and shall include all cars delivered 
upon the date named unless otherwise noted thereon. Three 
carbon copies shall be made in addition to the original, t Reports 
must be made for each calendar day, the sheets to be numbered 
consecutively for each connecting line, beginning with the first 
of each month. 


*M. C. B. Rule 120 (Revision June, 1914; effective October 1, 1914)—A car unsafe 
to load on account of general worn-out condition due to age, decay or corrosion, shall 
be jointly inspected by the handling line and a representative of the owner or of a 
disinterested line, whichever can be most conveniently obtained by handling line. If 
inspectors agree that the car is unsafe to load on account of general worn-out condi¬ 
tion, due to age, decay or corrosion, the result of such joint inspection, entered on 
form shown, shall be sent to the car owner, showing in detail all defects found on car, 
also an estimate of the cost to rebuild the car. Upon receipt of this information the 
owner must either authorize the destruction of the car, or authorize the handling 
company to rebuild it. In the latter case the owner must forward to the handling 
company complete plans and specifications necessary for the rebuilding of the car. 
If the owner elects to have the car destroyed, the handling line shall allow credit for 
all material at M. C. B. scrap prices less labor cost of destruction. 

t Resolution adopted December 3, 1913: 

Resolved, That the standard form of Interchange Blank, Form B-l, be printed on a 
light pink paper when used for deliveries and on light yellow paper when used for 
cars received. 

t Resolution adopted May 20, 1914: 

Resolved, That two weights of paper be used for the Interchange Report, Form 
No. B-l, as follows: 

First. —That the main report, which is filed intact, be printed on a good quality of 
bond paper of the basis of 14 Ipounds to the ream of 500 sheets of the size, 17 x 28 
inches. 

Second. —That the sheets which are to be cut up be printed on a good quality of 
bond paper of the basis of 24 pounds to the ream of 500 sheets 'of the size, 17 x 28 
inches. 




375 


Per Diem Rules. 

In cases where there are different standards of time at a junc¬ 
tion the time of the more easterly reckoning shall be used. 

The reports must be signed by the proper representative of the 
delivering road and certified to by the proper representative of the 
receiving road after checking. The original with one copy shall 
be returned to the delivering road. 

Car Service Rule 5 governs the delivery of cars.* * * § The date and 
time of delivery of cars upon interchange tracks of connecting 
lines shall, yrima facie , be the date and time given by the delivering 
road. 

10. The Junction Report! for each day will be made to car 
owners on the prescribed form (D) as promptly as possible after 
the receipt of the Interchange Report for that day. 

11. Within thirty days after the end of each calendar month, 
car owners shall be furnished with a Per Diem Report for that 
month, on the prescribed form, showing the number of days each 
car has been in service upon the road making the report. 

Claims covering corrections or omissions in Per Diem Reports 
must be presented after four months and within one year from 
the last day of the month in which the Per Diem was earned. This 
will not prevent the continuance of any case after the period named, 
if it has been previously opened, even though the claim should 
eventually rest upon some road other than the one originally ad¬ 
dressed, except that the privilege of continuance shall cease when 


* Car Service Rule 5. 

5. Cars shall be considered as having been delivered to a connecting railroad when 
placed upon the track agreed upon and designated as the interchange track for such 
deliveries, accompanied or preceded by proper data for forwarding and to insure de¬ 
livery, and accepted by the car inspector of the receiving road. 

Unless otherwise arranged between the roads concerned the receiving road shall be 
responsible for the cars, contents and Per Diem after receipt of the proper dataf for 
forwarding and to insure delivery, and until they have been accepted by its inspector 
or returned to the delivering road. 

t Note.—T he character of the necessary data will be determined by each receiving 
road in accordance with the conditions of its service. 

t Resolution adopted May 17, 1911: 

Resolved, That in the Junction Report, Form D, as prescribed by Rule 10 of the 
Code of Per Diem Rules, the address on the reverse side be omitted, and that the re¬ 
port be printed on bond paper,§ standard size, 314 x 5 V 2 inches, including margins, 
nstead of on postal cards, as heretofore; and, further, in view of the valuable infor¬ 
mation contained in the Junction Reports, that they be transmitted in sealed enve¬ 
lopes; effective January 1, 1912. 

§ Note. —It is recommended that a bond paper, weighing 16 pounds to the ream of 
500 sheets 17 x 22 inches, be used. This will produce 20 copies of the report to each 
sheet, and will cut with a minimum amount of waste. 



376 


Per Diem Rules. 

claimant fails to return claim or present it to another road within 
a period of six months from date such claim is last returned to 
claimant. 

Where Per Diem has been reported to other than car owner, which 
fact is developed in the investigation of a claim for short Per Diem, 
the reporting road shall be responsible to car owner for Per Diem 
earned, and shall have the privilege of continuing such claim for 
refund of Per Diem from the road to which it was thus incorrectly 
reported. When Per Diem has been reported to car owner under 
incorrect initial or number, which fact is developed in the investi¬ 
gation of a claim for short Per Diem, the reporting road shall have 
the right to transfer the allowance from the incorrect to the correct 
initial or number as an offset to the claim. 

12. The settlement of amounts accruing for the use of cars and 
reclaims under Rule 5 shall be made monthly without regard to 
reclaims pending under Rules 13, 14 and 15. 

13. When reclaims are made for allowances, under Rules 14 
and 15, or on account of special conditions they must be made by 
the designated transportation officer of the road which pays the 
Per Diem to the designated transportation officer of the road from 
which the allowance is reclaimed. 

14. A road failing to receive promptly from a connection, cars 
upon which it has laid no embargo, shall be responsible to the con¬ 
nection for the Per Diem on cars held for delivery, including the 
home cars of such connection. 

If such failure to receive shall continue for more than three days, 
the delinquent line shall thereafter in addition be responsible for 
the Per Diem on all cars wherever in transit which are thus held 
back for delivery. 

It shall be the duty of a connection intending to reclaim such 
Per Diem allowance to notify the delinquent line daily of the total 
number of cars so held for it, and, when required, to furnish the 
initials and numbers of the cars. 

15. When a road gives notice to a connection that for any 
reason it cannot accept cars in any specified traffic, thereby insti¬ 
tuting an embargo, it should receive cars already loaded* with 
such traffic on the date such notice is issued, and cars loaded* 
within twenty-four hours thereafter. If it does not receive such 


* Note.—T he date of loading to be determined from the data accompanying the car. 



377 


Per Diem Rules. 

cars the road holding them may reclaim Per Diem under Rule 14 
from the road placing the embargo for the number of days such cars 
are held not exceeding the duration of the embargo. 

Twenty-four hours after the date of the notice a road must not 
load or reconsign cars in such traffic to the road issuing the notice. 

Embargo notices must be sent by the embargoing road to its 
direct connection and by it transmitted as may be necessary. They 
must be sent or transmitted by and to a designated transportation 
officer by wire, with reference number, and confirmed by letter 
the same date. They must give the reason why the embargo is 
placed, and state whether cars in transit will be accepted. When 
transmitted, they must include the name of the road first placing 
the embargo, with date of issue. 

No embargo may be placed on empty cars returning home in 
accordance with the Car Service Rules. 

16. These rules shall not apply to private cars or to cars of 
non-subscribers. 

17. To interpret these rules and to settle disputes arising under 
them an Arbitration Committee of five members shall be appointed 
by the Committee on Car Service.* Three members of the Arbi¬ 
tration Committee shall be a quorum. 

In case any question or dispute arises under these rules it may 
be submitted to the Arbitration Committee through the Secretary 
of the Association in abstract. The abstracts shall briefly set 
forth the points at issue and each party’s interpretation of the 
rules upon which its claim is based. The Arbitration Committee 
shall base its decisions upon the rules and the abstract submitted, 
and its decision shall be final. Should one of the parties refuse to 
furnish the necessary information, the Arbitration Committee 
shall use its judgment as to whether it can properly decide. All 
decisions shall be reported to the Association through the Com¬ 
mittee on Car Service.* 

In case a question shall arise not covered by the rules the roads 
disagreeing may by mutual consent submit such questions to the 
Arbitration Committee. 

The Committee on Car Service* may appoint a secretary for 
the Arbitration Committee, who shall be paid by the Association. 
The other expenses of the Arbitration Committee shall be divided 


* Committee on Relations between Railroads. 



378 


Per Diem Rules. 

equally between each of the parties to the dispute and the Asso¬ 
ciation. The minimum charge to each road shall be $10, payable 
in advance. The expenses shall be first paid by the Association 
and then billed to the parties concerned by the Treasurer of the 
Association. 

18. Eliminated. 

19. * (1) The Executive Committee of The American Railway 

Association shall appoint a Commission for the purpose of super¬ 
vising the observance of Car Service Rules 1, 2, 3 and 4, governing 
the handling of freight cars. 

(2) The Commission, through its duly authorized representa¬ 
tives, shall be empowered to examine the records of any carrier 
for the purpose of determining the merits of complaints filed with 
the Commission, under the following conditions: 

(3) Any railroad, after due notice to offending line of its in¬ 
tention to do so, may refer to the Commission cases of persistent 
delay or apparent persistent misuse of its cars. 

(4) It shall be the duty of the Commission to make, through 
its authorized representatives, such investigations as may in its 
judgment be necessary to determine facts. 

(5) Based upon the facts developed by the investigation, it 
shall then be within the power of the Commission to impose a 
money fine, the minimum of which shall be $2.00 for each violation, 
such fine to be paid to the car owner, and to be in addition to Per 
Diem accrued and expense incurred incident to the investigation. 


* Resolutions adopted November 19, 1913: 

Resolved, That the resolution adopted by the Association on November 20, 1912, 
covering action to be taken under the appointment of the Commissions organized for 
the purpose of supervising the observance of Per Diem Rule 3, governing the 
handling of freight cars, be and is hereby repealed and in place thereof, the following 
be adopted: 

Resolved, That the members of all the several Commissions appointed by the Presi¬ 
dent under the provisions of the resolution passed on November 20, 1912, be consoli¬ 
dated as a single Commission, with the Chairman of Commission No. 1 as Chairman, 
the Chairman to assign not less than three members of said Commission or of other 
members of the Executive Committee to hear any particular case. 

The Commission so appointed will proceed to make, either directly or through its 
authorized representives, such investigation as may be necessary, as provided under 
Paragraph 4 of said rule, and thereafter to take appropriate action, as authorized by 
other paragraphs of Per Diem Rule 19. 

Complaints should be addressed to the General Secretary, and should comprise all 
necessary details of the basis of such complaints. 



379 


Per Diem Rules. 

(6) In the event the case presented is not proven, the expense 
of the investigation shall be paid by the complainant. 

(7) The Commission shall not consider a case unless presented 
within 90 days from date of first alleged violation, nor shall the 
investigation extend back of a period of 90 days from date of filing 
of complaint with the Commission, nor prior to the adoption of 
these rules. 


380 


Per Diem Rules. 


INTERPRETATIONS OF THE CODE OF PER DIEM RULES, 
RENDERED BY ARBITRATION COMMITTEE. 


Question No. 1—A foreign car received and delivered the 
same day, should it appear on the Per Diem Report or not? 

Answer —The car should be reported by car number as having 
earned no Per Diem. 

Question No. 2—A foreign car received July 31st and delivered 
to a connection August 5th, should it appear on July Per Diem 
Report? 

Answer —Car number need not appear on July report. 

Question No. 3—A foreign car received July 26th and delivered 
to a connection August 5th, should it show five days in July account 
and five days in August account? 

Answer—Y es. 

Question No. 4— {Note .—Refers to rule in effect prior to Jan¬ 
uary 1, 1904.)—If a road has a foreign car in a general worn out 
condition, and under the Master Car Builders’ Rules asks the 
car owner for proper cards to move the car home, are they responsible 
for the Per Diem during the time they are holding car for these 
cards, or would it be proper to construe Rule 7 as meaning that 
Per Diem will cease from the date that correspondence commences 
with the owner as to whether car will be repaired or returned to 
owner? 

Answer —The words “When a car has been destroyed, or so 
damaged as to require an appraisement” in Rule 7 refer to cars 
actually destroyed or condemned to be destroyed, and Per Diem 
should be paid on all other bad order cars. 

Question No. 5—Should new cars en route from builder to 
owner, empty or loaded, be exempt from Per Diem? 

Answer—Y es. 

Question No. 6— {Note .—Refers to rule in effect prior to Jan¬ 
uary 1, 1914.)—Is a road responsible to the owner of a foreign car 
which they deliver to a road which does not pay Per Diem, while 
on that road, unless it receives from the owner of the car a notice 
to the effect that their cars are not permitted to go on roads which 
do not pay Per Diem? 

Answer —The road would be responsible for the Per Diem, 
and it is not necessary for the car owner to issue notice to that 
effect. 



381 


Per Diem Rules. 

Question No. 7—Is a switching line entitled to reclaim the allow¬ 
ance on its own cars when tendered to it to be switched on account 
of another line? 

Answer— A road cannot reclaim the allowance for the use of 
its own cars. 

Question No. 8—Should Per Diem be allowed on freight cars 
in July that were totally destroyed in June but not reported to 
car owners until after July 1st? 

Answer —Yes. 

Question No. 9—Should Per Diem be paid on cars for July 1, 
1902, that were on hand 12 01 a.m. July 1, 1902? 

Answer —Yes. 

Question No. 10— (Note. —Refers to old Rule 3, which was 
in effect prior to July 1, 1907.) —In case a car is received on the 
first day of the month, can penalty notice for return of car be dated 
on the 21st of that month, or must it be dated later? 

Answer —Notice may be dated on the 21st. 

Question No. 11—Does Rule 5 apply to cars that were in 
switching service at 12 01 a.m. July 1, 1902? 

Answer —Yes, unless otherwise specially agreed. The amount 
of reclaim is in the hands of the roads interested in each local 
territory. 

Question No. 12— (Note. —Refers to old Rule 3, which was 
in effect prior to July 1, 1907.)—If a road receives a car on the 
first da3 r of the month; damages it and orders material from owner 
on the 25th; material is received on the 20th of the following month; 
penalty notice is served by car owner on the thirtieth day after 
its receipt, or five days after material is ordered: When should 
road holding car commence paying the penalty rate? 

Answer— Penalty notice takes effect in this case on receipt of 
material and penalty rate begins ten days thereafter. 

Question No. 13— (Note. —Refers to old Rule 3, which was 
in effect prior to July 1, 1907.)—If a road receives a car on the 
first day of the month; damages it and orders material from owner 
on the 11th; material is received on the 30th; on the twenty-fifth 
day after car is received penalty notice is served by car owner; 
Is this demand for penalty legal or are the rules for the collection 
of penalty suspended the same as they are for the Per Diem? 

Answer —Demand for penalty" is legal, but does not take effect 
in this case until ten days after material is received and penalty 
rate begins twenty days after material is received, as delay to 
car while awaiting material should not be computed. 


382 


Per Diem Rules. 

Question No. 14— (Note. —Refers to rule in effect prior to 
January 1, 1905.)—If a road sends a penalty notice demanding a 
return of one of its cars, and before the ten days expire, the road 
having possession of the car delivers it to a road which does not 
pay Per Diem, does this delivery release it from the penalty for 
which the notice has been given? 

Answer —Yes. 

Question No. 15— (Note. —Refers to rule in effect prior to 
January 1, 1905.)—In case a road has a foreign car for which it is 
liable for the $1.00 per day, would the delivery to a road which 
does not pay Per Diem stop the penalty of eighty cents a day? 

Answ’er —Yes. 

Question No. 16— (Note. —Refers to old Rule 3, which was 
in effect prior to July 1, 1907.)—Should the penalty rate accruing 
on a car on a road which does not pay Per Diem be paid by the 
road responsible for the Per Diem on that car? 

Answer —Yes. 

Question No. 17— (Note. —Refers to rule in effect prior to 
August 1, 1914.)—Referring to Rule 8, should Per Diem be paid 
for date material is ordered, or for date on which material is received ? 

Answer —For date received. 

Question No. 18—If a road handles a car between the junction 
of another road and a point on its line in a switching district under 
a special switching arrangement with the shipper or consignee; 
under such circumstances is the switching road entitled to a re¬ 
claim on the long haul road for the agreed allowance at that point? 

Answer —No. 

Question No. 19—Does Rule 5 apply when switching charge 
is assessed on a ton instead of a car basis? 

Answer—Y es. 

Question No. 20— (Note. —Refers to old Rule 3, which was 
in effect prior to July 1, 1907.)—Under Rules 14 and 15, is the 
railroad which fails to accept cars responsible for penalty rate as 
well as the per diem rate? 

Answer —Yes. 

Question No. 21 —Referring to Rule 8; when repair material 
is ordered, should the car numbers be sent to owner of the car if 
Per Diem is to be waived? 

Answer —Yes. 

Question No. 22—Under Rule 15 can a road reclaim Per Diem 
on its own cars? 

Answer —Yes. 


3S3 


Per Diem Rales. 

Question No. 23—In case a car held under Rules 14 or 15 for 
a certain road, is not delivered to that road, can reclaim be made 
against such road? 

Answer —No. 

Question No. 24—Under Rule 14, can the expression “and, 
when required, to furnish the initials and numbers of the cars,” 
be interpreted to mean that a daily list shall be made which shall 
include initials and numbers of cars previously reported? 

Answer —No. 

Question No. 25—Under Rules 1, 3 (refers to old Rule 3, which 
was in effect prior to July 1, 1907) and 4 must the per diem and 
penalty rate be paid by a road for the “use” of a car, when it is 
out of repair, unfit for service, or lying idle? 

Answer —Yes. 

Question No. 26 — (Note. —Refers to old Rule 3, which was 
in effect prior to July 1, 1907.)—Under Rule 3 and Interpretation 
No. 20 can penalty be collected by the owner road on its own cars 
when held for connecting line under Rule 14? 

Answer —No. 

Question No. 27—Under Rule 7 should Per Diem be paid 
for the date on which notice is given? 

Answer —Yes. 

Question No. 28— (Note. —Refers to old Rule 3, which was 
in effect prior to July 1, 1907.)—Is it legal under the Per Diem 
Rules to mail on Saturday, penalty notices dated Sunday, Sunday 
being the authorized penalizing date? 

Answer —No. 

Question No. 29— (Note. —Refers to rule in effect prior to 
January 1, 1914.)—What is the meaning of the term in Rule 6, 
reading “a road which does not pay Per Diem?” 

Answer —A road which is not a subscriber to the Per Diem 
Rules Agreement.* 

Question No. 30— (Note. —Refers to old Rule 3, which was in 
effect prior to July 1, 1907.)—Under Per Diem Rule 3, upon whom 
should demand for return of car be made in case it is delivered 
to a road which does not pay per diem? 

Answer —Penalty notice should be served on road making 
delivery to the road which does not pay per diem. If such road 
is not responsible for the delivery, the notice must be returned to 

*Note.— As the Committee understands that some settlements have been made on 
the basis of a different interpretation of this rule, it recommends that all settlements 
made prior to May 1, 1906, should remain undisturbed. 





384 


Per Diem Rules. 

road serving it, with the name of the road responsible for the de¬ 
livery, when the same notice may be sent without change of date, 
to the responsible road. 

Question No. 31—When a road is responsible for per diem 
accruing from movements of a car in one direction via a road which 
does not pay Per Diem, is it also responsible for per diem accruing 
on that road on the return movement? 

Answer —Yes. 

Question No. 32 —Under Per Diem Rule 7, must notice to owner, 
of destruction of car, be made by the Mechanical Department? 

Answer —No. Notice by Transportation Department is also 
valid. 

Question No. 33—Rule 11, second paragraph, fifth line. 

A “case” refers to the car in question only. Its “continuance” 
is allowed only as between the road which brings it up and the road 
against which claim is made, except when an owner is tracing for 
Per Diem due him. 

Question No. 34—When a per diem claim has been returned 
to car owner and same has been held for six months and one day 
after return, before same is again taken up, can such claim be con¬ 
sidered as having been continued, under Per Diem Rule 11, as 
in effect prior to July 1, 1910? 

Answer —No. 

Question No. 35—Inasmuch as that portion of Per Diem Rule 
9 relating to interchange reports, reading as follows, was stricken 
from the rule, effective January 1, 1908: 

“The reports must be sent to the car record office on each 
day whether cars are exchanged or not.” 

and the following provision added to the rule: 

“The sheets of these reports shall be numbered consecu¬ 
tively, beginning with the first day of each month.” 

can daily reports be required of the delivering road, under Per 
Diem Rule 9, covering dates when no cars are interchanged? 

Answer —No. 

Question No. 36—Under Per Diem Rule 11, is it permissible 
to deduct overpayments of per diem instead of filing a claim against 
the road to which the overpayment was made? 

Answer —No. 

Question No. 37—If a road files a claim for corrections or 
omissions in per diem reports within the year limit required by 
Per Diem Rule 11, and through error in junction card or clerical 
error of claimant, sends the claim to the wrong road, and upon its 


385 


Per Diem Rules. 

return continues the claim by sending it within the six-months’ 
limit required by Interpretation 34 to the right road, is it a valid 
claim against the road which owes the per diem, even though not 
presented to that road until after the expiration of the year limit? 

Answer—Y es. 

Question No. 38—If a switching reclaim statement rendered 
in accordance with the provisions contained in Per Diem Rule 5 
is not presented within one year after the per diem is earned, is 
it outlawed under Per Diem Rule 11? 

Answer—Y es. 

Question No. 39—Are claims under Per Diem Rules 5 and 11 
valid when presented by claiming road to the local freight agent 
of road from which allowance is claimed? 

Answer —No. Claims are not valid unless sent to proper car 
service officer of road from which allowance is claimed. 

Question No. 40—Under Per Diem Rule 5, effective January 1, 
1914, is it required that a switching line shall ascertain the average 
time on cars switched for each separate railroad, and reclaim 
accordingly? 

Answer —No. The reclaim by each switching line may be based 
on the average time required by such switching line to switch cars 
for all roads considered as a whole. 

Question No. 41—Under Per Diem Rule 5, effective January 1 
1914, is it required that the records for an entire year must be 
examined to arrive at the average time? 

Answer —The roads directly interested may agree on any rep¬ 
resentative period. 


386 


Per Diem Rules. 


Form Ho. (B-l. 

DAILY INTERCHANGE REPORT OP OARS. 

Fron North & South R.R. to_ 

At_ 


-R.R. 


Dlt» 


.191. 


FroR. 


M. to 


-M. Station No.. 


.Sheet No.. 


MARKS 

2 


NUMBER 


Loadod 

3 


Empty 

4 


Kind 

5 


Remarks or Local Informatloa 
aa required 

0 7 8 


Hour 

e 


Point of Shipment 

10 


Pinal Destination 

1 1 


Contento 

13 


I ° 

t I 


3 

4 


V 


2 

3 

«• 

1 

3 

o 

A 

3 

O 

I 

£> 


SI £ 
» 3£ 

a c 

|e£ 
to® 
2 z >• 

* if | 

at ? a 
a K a 

o Jf-a 

5 si 

I M a 

< II 

gSa 

hi g" 

A 


3 

O 


•a 

i 


— 

A 

3 

1 

3 
® 
. 3 


_ -3 
•e £3 

S ■a'S 
5 1 = 

q 

nt-S 
5 £2 

I still 

"2 gS .S 

“ o “ • Hi 
© 5 r- v «» 

fc se — x * 
15 S © * *- 

» 5 -S s' 

*" CJ 4> .J iJ 

^ T| a o 
~ h s ; s 

| Sf “ 3 


SI 


: co 


* s 


10 


11 


13 


13 


14 


15 


16 


17 


18 


16 


20 


31 


33 


I Certify that theae Cara were Received aa above. 

Agent 


R.R. 


-Agent. 


Space for Binding and for Symbols 
Size of Form, 8)4 x 14 Inobee. 


“ Delivered ” Reports to be printed on a light pink 
paper and “ Received ” Reports on a light yellow paper. 


Space for Binding. 












































387 


Per Diem Rules. 


Form No. (D) 

^North & South Railroad. 


Junction Report 


of Cars Delivered to Our Connections. 


On 


19 


X Loaded. Empty. 


(Printed Signature) 
(Title of Officer) 
(Address) 


CAR 


FULL INITIALS. 


NUMBER. 


£ 

to 


c 

•> 

3 

m 

E 

0) 

43 

JC 

o 

c 

V 

42 


O 



1A 


X 

C 


c3 

t. 

00 

0> 

0)* 

N 

0. 

cfl 

a . 

CO 

S3 


TJ <U 


c a 

— 

o o 
-® » 

£ 

c ^ 

5 . 

° s 

W 2 

1 .s 

”0 rrt 

.g ® 

h $ 

H 2 
O 2 

els 
•r 0) 
fa to 

a 

c 

!5 bfl 

L.S 

<D — 

42 TJ 

« v 

*J 

O -!-> 

H.-fa 

"o 

e 


X 

DELIVERED TO 

(Full Initials) 











s 

• 





























Form No. (D-l). 


388 


Per Diem Rules 



Where the self-transcribing form of interchange report is used, cut-up slips may be attached instead of 

filling in space as above. 

fl^Note.—Standard size, 314 x 514 inches. To be printed on bond paper and to be transmitted in sealed envelopes. 





























































389 


CODE OF 

SWITCHING RECLAIM 

RULES. 


ADOPTED MAY 18, 1910 

WITH AMENDMENTS AGREED TO MAY 20, 1914. 


390 


SWITCHING RECLAIM RULES. 


RECOMMENDED PRACTICE, SUBJECT TO SUCH CHANGES AS MAY BE 
REQUIRED TO MEET LOCAL CONDITIONS. 

Rules governing settlement of switching reclaims, which should 
be a part of any local agreements, entered into under the provisions 
of The American Railway Association Per Diem Rule 5, quoted 
below: 

“An arbitrary amount for each car in switching service may 
be reclaimed by each individual switching line from the roads for 
which the service was performed. This amount shall be based 
upon the average number of days, not to exceed five, actually 
required in such switching service, to be determined annually by 
an examination of the records of each individual switching line 
by the roads directly interested for each local territory. 

“No reclaim shall be allowed for an intermediate switching 
movement. 

“No reclaim shall be allowed under this rule to a non-subscriber .” 

DEFINITIONS. 

Roads in performing switching service, or for which such ser¬ 
vice is performed by others, are defined as follows: 

(A) Terminal Switching Roads. 

(B) Intermediate Switching Roads. 

(C) Carrier Roads. 

TERMINAL SWITCHING ROADS. 

A terminal switching road is a road on whose rails (or upon private 
tracks connecting therewith): 

(1) A car received from connecting line loaded is unloaded. 

(2) A car is loaded and delivered to a connecting line destined 
to a point beyond the switching limits. 

The service performed being within the designated switching 
limits and on a switching charge. 

INTERMEDIATE SWITCHING ROADS. 

An intermediate switching road is a road handling a car from 
one railroad to another railroad, the service performed being within 
the designated switching limits and on a switching charge. 

CARRIER ROADS. 

A carrier road is a road delivering a loaded car to a terminal 
switching road (either direct or through an intermediate switching 
road) for unloading, or an empty car for return loading destined 
to a point beyond the switching limits, or to another carrier road 
(through an intermediate switching road), i.e. f the road participating 


» 



391 


Switching Reclaim Rules. 

in the freight rate on the inbound or outbound load as the case 
may be. 

Note. —A road loading a car from a point in the switching limits 
to a point in the switching limits stands in the relation of a carrier 
road to the terminal switching road and to the intermediate switch¬ 
ing road or roads. 

Switching service is defined as follows: 

(A) Terminal Switching. 

(B) Intermediate Switching. 

TERMINAL SWITCHING. 

Terminal switching is that performed by the road on whose 
rails (or upon private tracks connecting therewith): 

(1) A car received upon connecting line loaded is unloaded. 

(2) A car is loaded and delivered to a connecting line destined 
to a point beyond the switching limits. 

The service performed being within the designated switching 
limits and on a switching charge. 

INTERMEDIATE SWITCHING. 

Intermediate switching is that performed by the road handling 
a car from one railroad to another railroad, the service performed 
being within the designated switching limits and on a switching 
charge. 

RULES. 

RULE 1. 

The carrier roads will allow each terminal switching road the 
reclaim specified below, determined in accordance with Per Diem 
Rule 5, at the current per diem rate. 

North & South R.R-days. 

East & West R.R_days, etc. 

RULE 2. 

Section I. No reclaim shall be allowed for an intermediate 
switching movement. 

Section II. No reclaim shall be allowed under this rule to a 
non-subscriber. 

RULE 3. 

Rule 1 will also apply to cars which by reason of cancellation 
of order or error on the part of the carrier road are returned empty 
to carrier road. 

RULE 4. 

The right of reclaim is not affected by the fact that in switching 
service the switching roads may collect their charges from the 
shipper or consignee. 

RULE 5. 

Section I. Whereas Car Service Rule 5 provides that delivery 
is not complete unless a car is accompanied or preceded by proper 




392 


Switching Reclaim Rules. 

data for forwarding, it is understood and agreed upon that when a 
car is receipted for without the proper data for forwarding, the 
receiving road shall notify the delivering road in writing imme¬ 
diately. Upon doing this, the receiving road may reclaim against 
the delivering road for the actual time intervening between the 
receipt of the car and the receipt of proper data for forwarding, 
except that when notice is not given within the first twenty-four 
hours, reclaim may only be made from date of notice. If disposition 
is not furnished in three days, holding road may return car and 
reclaim per diem for time so held. If the road tendering the car 
without proper data for forwarding orders it returned, the receiving 
road may reclaim per diem accruing to the date of receipt of such 
order, and in addition thereto the actual per diem accruing from date 
of receipt of order to date of return of car, but in no case shall 
this exceed two days. 

Section II. The proper data for forwarding will consist of 
regular waybill, conductor’s card waybill, running slip or memo 
bills as receiving road may require, and in the case of export and 
import shipments, proper data in addition to the above, will con¬ 
sist of Customs manifest and such other data as may be required 
by the Customs regulations. 

Section III. Under this rule the receiving road is entitled 
to reclaim on its own cars. 

RULE 6. 

These rules shall not apply to private cars or cars of non-sub¬ 
scribers. 

RULE 7. 

An Arbitration Committee of __ members shall be appointed 

by roads in each local territory, _- of whom shall constitute a 

quorum. All questions arising under these rules shall be submitted 
to this Committee through its Secretary, who shall briefly set 
forth the points at issue and each party’s interpretation of the 
rule on which the claim is based. The Arbitration Committee 
shall base its decision upon the local rules and the abstract sub¬ 
mitted, and its decision shall govern. Should one of the parties 
to the dispute refuse to furnish information, the Arbitration Com¬ 
mittee shall use its judgment as to whether or not it can properly 
decide the question at issue. 

RULE 8. 

It is understood that, except as provided in Rule 5, in the ap¬ 
plication of these rules the owner road will not be entitled to re¬ 
claim on its own cars or on cars loaded with company material 
for its own use. 

RULE 9. 

These rules shall continue from date of adoption until amended 
or withdrawn by three months’ previous notice in writing to the 
parties interested. 




393 


\ 


CODE OF 

STORAGE RULES. 


ADOPTED MAY 15, 1912, WITH AMENDMENTS AGREED TO 
BY LETTER BALLOT MARCH 9, 1914. 


EFFECTIVE MAY 1, 1914. 



394 


INTERSTATE COMMERCE COMMISSION 


CODE OF STORAGE RULES. 

The American Railway Association has adopted the code of 
storage rules reported by its Committee on Relation Between 
Railroads, and recommends that it be made generally applicable 
on interstate traffic. This code of storage rules has been con¬ 
sidered and approved by the National Industrial Traffic League. 
The Interstate Commerce Commission, recognizing the great 
benefits to be derived from uniformity in storage rules, is desirous 
of lending its influence to the movement. The Commission, there¬ 
fore, indorses the code adopted by the American Railway Asso¬ 
ciation, and recommends that it be made effective on interstate 
transportation throughout the country. 

This action, of course, is subject to the right and duty of the 
Commission to inquire into the legality or reasonableness of any 
rule or rules which may be made the subject of complaint. 

By the Commission. 

(Seal.) GEORGE B. McGINTY, 

• Secretary . 

Washington, D. C., May 5, 1914. 




395 


STORAGE RULES. 

RECOMMENDED PRACTICE, SUBJECT TO SUCH CHANGES AS MAY BE 
REQUIRED TO MEET LOCAL CONDITIONS. 


RULES 1.-FREIGHT SUBJECT TO RULES. 

Freight, except company material, received for delivery or held 
to complete a shipment or for forwarding directions, if stored in 
or on railroad premises, is subject to these storage rules: 

Section A.—Carload shipments of explosives or other dangerous 
articles are subject to both demurrage and storage rules. (See 
Rule 6.) 

Section B.—Other carload freight held in cars for delivery and 
subsequently unloaded in or on railroad premises is subject to 
demurrage rules while in cars and to these storage rules after it 
is unloaded. 

Section C.—Shipments of less than carload freight loaded 
into or delivered direct from cars are subject to storage rules, but 
when the loading or unloading is done by shipper or consignee 
either as required by classifications or tariffs, or at request of 
shipper or consignee, the cars are subject to demurrage rules and 
storage rules do not apply. 

Section D.—Freight upon which the free time allowed under 
demurrage rules has expired while in cars, and subsequently un¬ 
loaded in or on railroad premises, is subject to these storage rules 
when unloaded, without free time allowance. 

RULE 2. —NOTIFICATION. 

Section A.—Notice shall be sent or given consignee by carrier’s 
agent in writing, or as otherwise agreed to by carrier and consignee, 
within twenty-four hours (one day) after arrival of shipments 
and billing at destination, such notice to contain point of shipment 
and commodity. 

Section B.— Refused or Unclaimed Freight. 

1. Where shipments have been plainly marked with the con¬ 
signor’s name and address, preceded by the word “from,” notice 
shall be immediately sent or given consignor of refusal of L. C. L. 
shipments. Unclaimed L. C. L. shipments will be treated as 
refused after fifteen calendar days from expiration of free time. 

2. Notice shall be sent or given the consignor of unclaimed 
or refused shipments of explosives or other dangerous articles on 
hand forty-eight hours, providing written request is received for 
this information by agent at point of origin at time of shipment. 
Such requests should be plainly written on a rectangular piece 
of paper of different color from any label required under the Inter¬ 
state Commerce Commission’s regulations and placed on the 
package in close proximity to such label (or to name of consignee). 



396 


Storage Rules. 

3. Where consignor requests notice of unclaimed or refused 
shipments be sent by telegraph, this may only be done at his 
expense. 

RULE 3.—FREE TIME ALLOWED. 

Section A.—Forty-eight hours’ (two days) free time will be 
allowed on all commodities (except the more dangerous explosives, 
as described in Rule 6, Section A), for the removal of inbound 
freight from car or railroad premises, or to complete a shipment 
and furnish forwarding directions for outbound freight. 

Section B.—Twenty-four hours’ (one day) free time will be 
allowed on the more dangerous explosives (as described in Rule 6, 
Section A), for the removal of inbound freight from car or railroad 
premises, or to complete a shipment and furnish forwarding direc¬ 
tions for outbound freight. 

Section C.—Shipments held for reconsignment, or reshipment, 
will be allowed twenty-four hours’ (one day) free time. 

RULE 4.—COMPUTING TIME. 

Note. —In computing time Sundays and legal holidays (National, State and Muni¬ 
cipal) will be excluded. When a legal holiday falls on a Sunday, the following Mon¬ 
day will be excluded. 

Section A.—On inbound freight held for removal and on freight 
held for reconsignment or reshipment, time will be computed from 
the first 7 00 a.m. after the day on which notice of arrival is sent 
or given to consignee. 

Section B.—On outbound freight held to complete a shipment 
or for forwarding directions, time will be computed from the first 
7 00 a.m. after receipt in or on railroad premises. 

Section C.—On outbound carloads of explosives and other 
dangerous articles (as described in Rule 6), time will be computed 
from the first 7 00 a.m. after loading is begun. 

Section D.—When orders for freight held for disposition or 
reconsignment are mailed, such orders will release freight at 7 00 
a.m. of the date orders are received at the station where the freight 
is held, provided, the orders are mailed prior to the date received, 
but orders mailed and received on the same date release freight 
the following 7 00 a.m. 

RULE 5.—CHARGES FOR STORAGE ON FREIGHT OTHER 
THAN EXPLOSIVES AND OTHER DANGEROUS 

ARTICLES. * 

Section A.—Freight, except Explosives or other Dangerous 
Articles (see Rule 6), held in or on railroad premises in excess of 

time allowed, is subject to storage charges at the rate of_cents 

per - * per day, or at the option of the railroad may be sent 

to public warehouses. 

Section B.—Any fractional part of- f pounds will be com¬ 
puted as- % and any fractional part of twenty-four hours will 

be computed as one day. 


* Ton or 100 lbs. 12,000 lbs. or 100 lbs. t One ton or 100 lbs. 







397 


Storage Rules. 

Section C.—In no case shall the amount so collected for storage 
of a less-than-carload shipment exceed the amount authorized 
to be charged as storage on a carload of similar freight for the 
same length of time. 

RULE 6.—CHARGES FOR STORAGE ON EXPLOSIVES AND 
OTHER DANGEROUS ARTICLES. 

Note.—T he language of the I. C. C. Regulations may be changed in the near 
future. If so, such changes will be incorporated in this code. 

EXTRACTS FROM REGULATIONS PRESCRIBED BY THE INTERSTATE 

COMMERCE COMMISSION.* 

1. “General Rule D.f Consignees must remove shipments of explosives from car¬ 
rier’s property within 48 hours after notice of arrival at destination.” 

2. Paragraph 1672.$ * * * “If a shipment of explosives is not removed within 48 
hours after notice of arrival at destination (see General Rule D), it must be disposed 
of by return to the shipper, or by storage at the expense of the owner, or by sale, or 
when necessary to safety by destruction under supervision of a competent person.” 

3 “General Rule 0.§ Consignees must remove shipments of dangerous articles 
from the carrier’s property within 48 hours after notice of arrival at destination.” 

Storage will be charged at the following rates per day of twenty- 
four hours or fraction thereof, on explosives or other dangerous 
articles held in or on railroad premises in excess of free time allowed: 

Section A.—On less than carload shipments of the more dan¬ 
gerous explosives, i.e., Black Powder, High Explosives, Smokeless 
Powder for Small Arms, Wet Fulminate of Mercury, Blasting 
Caps, Electric Blasting Caps, Ammunition for Cannon with Ex¬ 
plosive Projectiles, Explosive Projectiles and Detonating Fuzes, 
unloaded in or on railroad premises, twenty-five (25) cents per 
100 pounds, with a minimum charge of twenty-five (25) cents. 

On carload shipments, $5 per day in addition to the regular 
demurrage charges. 

Section B.—On less than carload shipments of the less dangerous 
and relatively safe explosives, i.e. f Ammunition for Cannon with 
Empty Projectiles, Ammunition for Cannon with Sand Loaded 
Projectiles, Ammunition for Cannon without Projectiles, Smoke¬ 
less Powder for Cannon, Common Fireworks, Special Fireworks, 
Small-Arms Ammunition, Cannon Primers, Small-Arms Primers, 
Percussion Fuzes and Time or Combination Fuzes, or less than 
carload shipments of Dangerous Articles other than Explosives, 
requiring Red, Yellow, Green or White I. C. C. labels, unloaded 
in or on railroad premises, ten (10) cents per 100 pounds, with 
a minimum charge of ten (10) cents. 

On carload shipments, $2 per day in addition to the regular 
demurrage charges. 

Section C.—When shipments of the more dangerous explosives 
(see Section A) are not removed from the railway premises by the 
consignee within the legal limit (forty-eight hours (two days) 
after the first 7 00 a.m. following notice of arrival) the most prac¬ 
ticable of the steps authorized by Paragraph 1672,1 as quoted above, 
must be taken to secure this removal. 

* I. C. C. Regulations effective October 1, 1914: 

+ Paragraph 1433. $ Paragraph 1643 (a). 8 Paragraph 1714. 

n Effective October 1, 1914, Paragraph 1643 (a). 





398 


Storage Rules. 

When available, powder magazines not on railway property 
should be utilized for storage. 

RULE 7.—CLAIMS. 

No storage charges shall be collected under these rules through 
causes named below. Storage charges assessed or collected under 
such conditions shall be promptly cancelled or refunded by the 
carrier. 

CAUSES. 

Section A.—Weather interference. 

1. When the condition of the weather during the prescribed 
free time is such as to make it impossible to remove freight from 
railroad premises without serious injury to the freight, the free 
time shall be extended until a total of forty-eight hours free from 
such weather interference shall have been allowed. 

2. When, because of high water or snow-drifts, it is impossible 
to remove freight from railroad premises during the prescribed 
free time. 

Note.—S ection A, Paragraphs 1 and 2, shall not absolve a consignee from liability 
for storage if others similarly situated and under the same conditions are able to re¬ 
move freight. 

Section B.—Demand of overcharge. 

When the carrier’s agent demands the payment of transportation 
charges in excess of tariff authority. 

Section C.—Delayed or improper notice by carrier. 

1. When notice has been sent or given in substantial com¬ 
pliance with the requirements as specified in these rules, the con¬ 
signee shall not thereafter have the right to call in question the 
sufficiency of such notice unless within forty-eight hours (two 
days) from 7 00 a.m. following the day on which notice is sent 
or given he shall serve upon the delivering carrier a full, written 
statement of his objections to the sufficiency of such notice. 

2. When claim is made that a mailed notice has been delayed, 
the postmark thereon shall be accepted as indicating the date of 
the notice. 

3. When a notice is mailed by carrier on Sunday, a legal holiday, 
or after 3 00 p.m. on other days (as evidenced by the postmark 
thereon) the consignee shall be allowed five hours’ additional free 
time, provided he shall mail or send to the carrier’s agent, within 
the first twenty-four hours of free time, written advice that the 
notice had not been received until after the free time had begun 
to run. In case of failure on the part of consignee so to notify 
carrier’s agent, no additional free time shall be allowed. 

Section D.—Railroad errors which prevent proper tender 
or delivery. 

Section E.—Delay by United States Customs. 

Such additional free time shall be allowed as has been lost through 
such delay. 


399 


The American Railway Association 


RULES 


AND THE 

Interstate Commerce Commission 


REGULATIONS 


FOR THE 

Transportation of Explosives and Other 
Dangerous Articles by Freight 
and Express 

AND 

SPECIFICATIONS FOR SHIPPING CONTAINERS 


Effective October 1, 1914, except as noted herein. 



400 


INDEX 


American Railway Association Rules and Interstate Commerce 
Commission Regulations for the Transportation of Explosives 
and Dangerous Articles Other Than Explosives by Freight. 


Note.—Paragraphs 1401 to 1697 inclusive, refer to Interstate Commerce Commission 
Regulations for the Transportation of Explosives; Paragraphs 1701 to 1959, inclusive, 
refer to Interstate Commerce Commission Regulations for the Transportation of Dan¬ 
gerous Articles other than Explosives; Paragraphs 1301 to 1307 refer to the American 
Railway Association Rules. 

PARAGRAPH. 

Acceptable Dangerous Articles.1800, 1802 to 1806 

Acceptable Explosives. 1422, 1425, 1500, 1502 to 1515, 1531 

Acceptance of Explosives.1422, 1423, 1428 

Acceptance of Shipments, Conditions of.1401, 1421 to 1431, 1877 

Accidents, Reports of.1301, 1434, 1715 

Acids.1851 to 1858 

Loading of. 1893 

Packing of. 1854 to 1858 

Acid Placard. 1941 

Act of March 4, 1909.Page 619 

Advance Notice for Explosive Shipments. 1427 

American Railway Association Rules.Page 407 

Ammunition for Cannon.1507, 1604 to 1609, 1644(b), 1661, 1663 ' 

for Small Arms.1506, 1601 to 1603, 1644 (b), 1663 

Articles, Dangerous, Not Named in List. 1807 

Dangerous, Packing Together.1807, 1851 

Which Should not be Loaded Next to Cars of Explosives,.1894, (abc) 

Ashes. 1894(b) 

Astray Shipments.1657, 1871(c) 

Barium Peroxide. 1841(d) 

Barrels, Empty. 1895 

Black Powder.1502, 1533 to 1536, 1661 

Blasting Caps...1509, 1611 to 1613, 1647, 1661, 1663(b) 

Boxes, Second Hand. 1424 

Bracing Shipments in Cars.1646, 1651, 1891, 1895 

Broken Packages, Disposition of.1655, 1946 

Bromine.1807, 1853 

Bureau of Explosives. 1402, 1425(a), 1430, 1434(a), 1706, 1711, 1715(a), 1822, 1861(f) 
Burnt Cotton. 1837 

Calcium Carbide. 1894(a) 

Calcium Phosphide. 1835 

Camphor, Crude. 1894(a) 

Cannon, Ammunition For.1507, 1604 to 1609, 1644(b), 1661, 1663 

Primers. 1663 

Caps, Blasting.1509, 1611 to 1613, 1647, 1661 

Percussion.1511, 1619 to 1622, 1663 

Carbon Bisulphide. 1824(1) 

Card Waybills to be Stamped.1652(b), 1654(c), 1874, 1875 

Carrier, Duty of. 1401, 1428, 1429, 1433, 1643, 1652, 1666, 1681 to 1692, 1701, 1702 

1703, 1711, 1714, 1871,1901, 1902, 1904 

Penalty. 1702 










































401 


PARAGRAPH. 

Carriers Supplies.1404, 1704 

Carboys.1852, 1854 to 1858 

Empty. 1895(b) 

Blocking in Cars. 1893 

Car Certificates.1665, 1684 

Cars, Placarding of.1663, 1664, 1666, 1667, 1913, 1941, 1943, 1944 

Inspection of..1654, 1662, 1681, 1684, 1690, 1691 

Certified for Explosives.1661, 1662, 1665 

For Explosives, Selection and Preparation of.1661 to 1663 

Handling of..1680 to 1686, 1688 to 1691 

Loading of (See Loading Chart).1644 to 1651, 1661 to 1667 

Offered by Connecting Lines.1654, 1873 to 1877 

Celluloid Scrap. 1839 

Charcoal.1801(e), 1830(e), 1833, 1910 

Chipped Bone.'. 1894(b) 

Coke.-. 1894(b) 

Common Fireworks...1513, 1514, 1631 to 1633, 1649, 1663 

Combination Fuzes.1619 to 1622, 1663 

Combination Primers. 1663 

Compressed Gases.*.1806, 1861 to 1863 

Containers for.1861 to 1863 

Loading of. 1863 

Protection of Discharge Valve. 1863 

Test of Cylinders.1861, 1862 

Condemned and Leaking Explosives and Packages.1431, 1432, 1501, 1656, 1691 

Conditions of Acceptance of Shipments.1401, 1421 to 1431, 1877 

Connecting Lines, Shipments To and From.1428, 1877 

Consignees Name and Address on L. C. L. Shipments.1422, 1712 

Reports from.1434(b), 1715(b) 

Containers for Dangerous Articles. 1822 

for Explosives. 1531 

Tests of.1531, 1822 

Cordeau Detonant.1512, 1638, 1663 

Correction and Reports of Violations.1434, 1654(a), 1715 

Corrosive Liquids.1805, 1851 to 1858, 1893 

Packing of.1851 to 1858 

Blocking in Car. 1893 

Cotton, Batting, Wadding or Waste. 1694(a) 


Damaged and Leaking Packages. 

Dangerous Articles, Loading of (See Loading Chart) 

Definitions of. 

List of. 

Defective Loading and Staying, Reports of. 

Defective Packages, Reports of. 

Delay to Explosives. 

Delivery of Explosives. 

Description of Articles on Shipping Orders. 

on Waybills. 

Detonating Fuzes. 

Drums, Empty.. 

Dry Nitrocellulose. 

Dynamite, Forbidden. 

Leaking. 

Repacking of. 


..1431,1432,1434,1655, 1656 
1691, 1715, 1871, 1891, 1911 

.1644 to 1651 

.1802 to 1806 

. 1807 

. 1422 

.1434, 1715 

. 1682 

.1433, 1643, 1714 

.1641, 1712 

.1652, 1873 

1510, 1615 to 1617, 1647, 1661 

. 1895(a) 

.1501,1555, 1557(c) 

. 1501 

.1431, 1432, 1656 

. 1432 


Electric Blasting Caps. 

Empty Acetylene Cylinders 

Barrels. 

Boxes. 

Carboys. 


1509, 1611 to 1613, 1647, 1661, 1663(b) 

. 1864(d) 

. 1895 

. 1424 

... 1895(b) 





























































402 


PARAGRAPH. 

Empty Cartridge Bags. 1663 

Cartridge Shells. 1663 

Drums. 1895 

Kegs.1424, 1895 

Projectiles. 1663 

Torpedoes. 1663 

Endorsement on Waybills.1652, 1654(c), 1873 to 1877 

Excelsior. 1894(a) 

Expediting Movement of Shipments.1433, 1682, 1714 

Explosive Placards.1666, 1681, 1692 

Projectiles.1508, 1607 to 1609, 1647 

Torpedoes. 1661 

Explosions, Reports of...1301, 1434, 1715 

Explosives, Acceptable.1500, 1502 to 1515, 1531 

Acceptance of.1422,1423, 1428 

Condemned and Leaking.1431, 1432, 1501, 1691 

Containers for. 1531 

Car Examination.1684,1690, 1691 

Damaged Shipments.1655, 1691 

Delivery of.1433, 1643 

Delay to. 1682 

Expiditing Movement of.1433, 1682 

Forbidden.1500, 1501 

Handling of.'.1642, 1643 

Handling Cars of.1680, 1688, 1689, 1690 

Loading of (See Loading Chart).1644 to 1651, 1894 

Leaking or Condemned.1431, 1432, 1656 

Marking of.1422, 1531, 1532, 1536, 1559, 1573, 1578, 1592, 1602, 1605, 1609, 1613 

1617, 1621, 1633, 1636, 1638 

Mixed Trains. 1685 

Non Agency Stations. 1687 

Packing of.1402, 1421, 1422, 1531, 1532, 1533, 1553 

Passenger Trains. 1685 

Position of Cars.1683, 1685, 1686, 1688 

Routing.1428, 1429 

Samples of. 1532 

Storage of.1643, 1650 

“To Order Notify”. 1423 

Express Cars, Placards on. 1943 

Express Regulations. Pages 477 to 510 

Fiber. 1894(a) 

Fires, Charcoal.1833(a), 1910 

Cotton. 1837 

Matches. 1892(c) 

Oil. 1958 

Precautions Against. 1906 

Reports of...1301, 1434, 1715 

Fireworks, Common and Special, 1501 f, g, h, i, j, k, 1, 1513 to 1515, 1631 to 1636, 1649 

1663 

Flash Point, Inflammable Liquids.1802, list 1807 

Flash Powders. 1514 

Forbidden and Condemned Articles.1430, 1500, 1501, 1800, 1801 

Fulminate of Mercury.1501(e) to 1505, 1591, 1592, 1648, 1661 

Fulminates.1501(e) to 1505, 1591, 1592, 1648, 1661 

Fuzes, Detonating.1510, 1615 to 1617, 1661 

Percussion and Time.1511, 1619 to 1622, 1663 

Combination and Tracer.1511, 1619 to 1622, 1663 

Fuse, Safety.1512, 1638, 1663 


Gas, Chlorine. 1862 

Government Shipments. 1425 


























































403 


PARAGRAPH. 

Gross Weight of Explosives in Car. 1644(b) 

Gun Cotton, See Nitrocellulose 


Handling Shipments and Cars.. 1642, 1643, 1680, 1688 to 1691, 1871, 1890, 1901 to 1908 


Ha y... 1894(a) 

Hem P.. 1894(a) 

High Explosives.1503, 1551 to 1559, 1647, 1661 

Hydrochloric Acid.1851, 1852, 1856 

Hydrofluoric Acid.1851, 1852, 1854 


Import Shipments. 

Inflammable, Placarding Cars 

Inflammable Liquids. 

Packing of. 

Vacant space in packages 

Inflammable Solids. 

Packing of. 

Inspection of Cars. 

Inspectors, Credential Card. . 
Iron Sponge. 


.1641, 1867 

.1663, 1667, 1913 

1802,1807,1811,1824, 1825 
1807, 1824, 1825, 1826, 1827 

. 1825 

.. .1803, 1807, 1830 to 1840 

.1807, 1830 to 1840 

1654, 1662,1681,1684, 1691 

.. Page 407 

... 1801 


Jute. 1894(a) 

Kegs, Broken or Leaking. 1655 

Empty. 1424 

Second-hand. 1424 


Labeling of Packages. 1811(a) 

Label Exemptions.1807, 1864 

Labels.1864tol866, 1889, 1895 

and Placards to be kept by Carrier. 1901 

To be Furnished by Shipper. 1864(c) 

Replacing of.18 71 (c), 1889 

Lanterns or Torch Lighted, Not to be used. 1891 

Leaking Packages.1431, 1432, 1655, 1656, 1691, 1801(c), 1871(a), 1891(a), 1911 

Leaking Tank Cars.1909, 1951 to 1956 

Leaking or Condemned Explosives.1431, 1432, 1656, 1691 

Lime. 1894 

Liquefied Petroleum Gas.1807, 1824 

Liquid Nitroglycerin. 1501 

List of Principal Dangerous Articles. 1807 

Loose Powder or other Explosive in Car. 1691 

Loading, B. E. Pamphlet No. 6.1646(a), 1863(b), 1892(b) 

Loading Cars and Staying Packages, Loading Chart. 1644 to 1651, 1833, 1863(b), 

1891 to 1895 

Loading, Certificate of. 1665 

Loading Chart. 1307 

Loading Explosives Together, Loading Chart.1644 to 1646 

“Way” or “Peddle” Cars. 1676 

Loading of Explosives, (See Loading Chart).1644 to 1651 

Low Explosives.1502, 1533 to 1536, 1661 

Lumber and Labor for Staying. 1646(a) 


Marking of Explosives, 1422, 1531(a), 1532, 1536, 1559, 1573, 1578, 1592, 1602, 1605 

1609, 1613, 1617, 1621, 1633, 1636, 1638 


Marking on L. C. L. Shipments.1422, 1713 

Matches, Limit of Weight in Carloads. 1892(a) 

Strike Anywhere.•.1836, 1892 

Metal Barrels or Drums...1822(a), 1895(a) 

Mixed Acids.1807, 1858 

Mixed Trains, Explosives in. 1685 

Movement of Cars of Explosives.1433, 1682, 1683 





















































404 


PARAGRAPH. 

New Explosives.1403, 1430, 1501 

Nitrates. 1841 

Nitrating Acids.1807, 1858 

Nitric Acid.1807,1857, 1858 

Nitrocellulose, Wet.1647, 1807, 1834 

Dry, Acceptable... 1555, 1557(c) 

Dry, Forbidden.1501(d) 

Nitroglycerin, Liquid, Forbidden. 1501 

Nitrostarch, Wet.1807, 1834 

Non-Agency Stations, Shipment to and from.1687(a) and (b) 

Notice, Advance, from Shippers of Explosives. 1427 

Notice to Consignees to Remove Freight.1433, 1714 

Oakum.. 1894(a) 

Oil Cars, Wrecked.•. 1951 

Oil Well Cables. 1894(a) 

Order Notify Shipments of Explosives. 1423 

Outage, Inflammable Liquids. 1825 

Oxide, Spent. 1801(g) 

Oxidizing Materials...1804, 1807, 1841 


Packages, Test of.1822, 1861 

Packing of Dangerous Articles, 1807, 1821, 1822, 1824 to 1827, 1830, 1831, 1832, 1833 

1835, 1836, 1838,1839,1840,1841,1851,1852,1853,1854, 1855,1856,1857, 1858 

Packing of Explosives.1402, 1421, 1422, 1531, 1532, 1533, 1553 

Passenger Trains, Dangerous Articles Other than Explosives. 1943 

Passenger Trains, Explosives on. 1685 

“Peddle” or “Way” Cars, Explosives in. 1646(b) 

Percussion Caps.1511, 1619 to 1622, 1663 

Percussion and Time Fuzes.1511, 1619 to 1622, 1663 

Peroxide of Sodium. 1841 

Phosphorus, White or Yellow.1807, 1832 

Picric Acid.1503,1807, 1834 

Placarding Cars, 1661, 1663, 1664, 1666, 1667, 1681, 1684, 1864(b), 1901, 1902, 1904 

1941, 1943, 1944 

Placards.!.1666, 1681, 1901, 1913, 1941, 1944 

and Labels to be Kept by Carrier. 1901 

Removal of.1692, 1903 

Position of Cars in Train.1685, 1686, 1905 

Potassium, Metallic or Sodium. 1807 

Preparation and Selection of Cars.1662, 1663 

Primers, Cannon and Small Arms.1511, 1619 to 1622 

Projectiles, Explosive.1508, 1607 to 1609, 1647 

Sand-Loaded. 1663 

Solid. 1663 

Pyroxylin Scrap. 1839 


Rags. 

Rags, Oily or Wet, Forbidden. 

Railway Fusees. 

Railway Torpedoes. 

Removal of Marks from Packages... 

Shipments from Stations.,. 

Placards and Car Certificates. 

Removal of Stains in Cars from Explosives. 

Repacking of Dynamite. 

Reports of Accidents and Violations.. 

Restrictions. 

Revenue Waybills, Endorsements on. 

Description on. 

Routing of Explosives. 

Rubber, Scrap, Shoddy, Regenerated or Reclaimed 


. 1894(a) 

. 1801(d) 

. 1514 

. 1515 

. 1424 

1433, 1643(a), 1714 

.1692, 1903(a) 

. 1691 

.1432, 1655 

1301, 1434, 1715(a) 

.1401(b), 1428 

. 1873 

. 1873 

.1428, 1429 

. 1840 

























































405 


PARAGRAPH. 

Rules for Packing.1531. 1821, 1822 

Running Slips.1874(a), 1875 

Safety Device on Cylinders. 1863 

Safety Fuse.1512, 1638, 1663 

Safety Squibs.1512, 1638, 1663 

Samples of Explosives.1501, 1532 

Sawdust. 1894(a) 

Second Hand Boxes or Kegs Not to be Used. 1424 

Selection and Preparation of Cars.1662, 1663 

Shifting Local Freight Trains.1686, 1688 

Shipper’s Certificate.1641, 1867(c) 

Shipper, Duty of.1701, 1702, 1703, 1712, 1713, 1867 

Shipments, Forwarding of.1433, 1714 

Delivery of.1433, 1714 

To and From Connecting Lines.1428, 1654(c), 1873, 1877 

To and From Non-Agency Stations. 1687 

Shipping Days. 1426 

Shipping Names.1641, 1712 

Shipping Orders.1641,1712, 1867 

Small Arms Ammunition.1506, 1601 to 1603, 1644(b), 1649, 1650, 1663 

Primers. 1663 

Smokeless Powder for Cannon. 1504, 1571 to 1573, 1663, 1667 

For Small Arms.1504, 1575 to 1578, 1641, 1663 

Sodium Metallic.1807, 1831 

Sodium Sulphide. 1835 

Special Fireworks.1513, 1515, 1634 to 1636, 1649, 1663 

Specifications for Shipping Containers.Pages 511 to 618 

Staying and Loading Packages.1646(a), 1651, 1891 to 1895 

Strength of Packages.1822(a), 1861, 1862 

Strike Anywhere Matches.-.1836, 1892 

Storage of Explosives.1643, 1650, 1687(b) 

Straw. 1894(a) 

Sulphur. 1894(a) 

Sulphuric Acid.1807, 1855 to 1858 

Supplies, Carriers.1404, 1704 

Switching Ticket. 1876 

Tank Cars. 1822(d), 1824(j to 1), 1903(c), 1905 to 1909, 1913, 1953 

Empty. 1903, 1957 

Leaking and Unsafe.1909, 1951 to 1959 

Position in Train. 1905 

Unloading of. 1912 

Vacant Space in. 1825(a) 

Test for Sensitiveness of Explosives. 1556 

Test for Strength of Package.1822,(a) 1861, 1862 

Test of Gas Cylinders.1861, 1862 

Time Fuzes.1619 to 1622, 1663 

Tracer Fuzes.1619 to 1622, 1663 

Trains, Passenger, Explosives in. 1685 

Through.1686, 1689, 1905 to 1908 

Shifting and Local.1686, 1689, 1905 to 1908 

Train Rules. 1682 to 1691, 1904 to 1909 

Transfer Shipments.1654, 1682, 1873, 1877 

Inspection of. 1654(a) 

Waybilling of. 1873, 1877 

Trinitrotoluol.1807, 1834 

Tow. 1894(a) 

United States Government Shipments. 1425 

Ventilation of Cars. 1891 

Violations Reports, and Correction of.1301, 1434, 1654(a), 1715 





























































406 


Weights, Limitations of in Cars.. 

Waste, Cotton. 

Waybills. 

Waybills, Card. 

Description of Articles. 

Endorsements. 

Revenue. 

Running Slips. 

Switching Ticket. 

Way Cars of Explosives in Trains 
Wrecks. 


PARAGRAPH. 

..1644(b), 1662(a), 1833(f), 1892(b) 

. 1801 

1652, 1654, 1657, 1871, 1873 to 1877 

.1652(b), 1874 

.1652(a), 1873 

.1654(c), 1873 

.1652(b), 1654(c), 1873 

. 1874 

.1654(c), 1876 

. 1646(b) 

.1697, 1946, 1951 to 1957 













407 


The American Railway Association 

RULES 

FOR THE 

TRANSPORTATION OF EXPLOSIVES AND OTHER 
DANGEROUS ARTICLES BY FREIGHT. 


GENERAL NOTICE. 

The following rules are prescribed in order to make effective 
for interstate and intrastate shipments of articles subject thereto, 
the Interstate Commerce Commission Regulations for the Trans¬ 
portation of Explosives and other Dangerous Articles published 
July 2, 1914 to become effective October 1, 1914. 

It is necessary for railway employes and shippers to become 
familiar with their specific duties. Railway employes are specially 
designated to perform certain duties under these regulations, and 
the paragraphs referred to in the following rules should be studied 
carefully. 

RULES. 

1301. Serious violations of the regulations and fires or accidents 
occurring in connection with the transportation or storage of dan¬ 
gerous articles on railway property, must be reported promptly 
to the proper official, who will forward reports to the Chief Inspector, 
Bureau of Explosives, 30 Vesey Street, New York City. Samples 
of blank forms for reporting such violations, accidents, fires or 
explosions, will be furnished by the Bureau on request. 

1302. Dangerous articles for railway use (not explosives) may 
be shipped in emergency in baggage cars or caboose cars when 
properly packed and protected by the prescribed labels. Such 
packages should not be shipped in these cars unless a railway em¬ 
ploye is riding therein. 


1303. Inspectors of the Bureau of Explosives are furnished 
with a red credential card bearing thereon their photographs and 
an impression of the Bureau seal, and in the following form: 


Bureau for the Safe Transportation of Explosives 
and Other Dangerous Articles 

THE AMERICAN RAILWAY ASSOCIATION 

Style rrrltfiro tl|at 

Mr. 

PHOTO 


IS AN INSPECTOR OF THIS BUREAU. 

Dated at 30 Vesey Street, 

N ew York, N. Y. 

1 9 1 

Chief Inspector 










408 


A. R. A. Rules—Transportation of Explosives and Other Dangerous 

Articles by Freight. 

Inspectors presenting this credential card properly signed, are 
authorized to inspect everything pertaining to the transportation, 
handling and storing of explosives or dangerous articles other than 
explosives, and should be given full opportunity to do so, and all 
necessary assistance in the performance of their duties. 

1304. Should the services of an Inspector of the Bureau of 
Explosives be required, application should be made by the Agent 
to the Superintendent or other desginated official. 

1305. Trainmasters, Yardmasters and Station Agents 

should study carefully the regulations. They will be held respon¬ 
sible respectively, for the proper instruction of the employes under 
them and for their compliance with the regulations. 

1306. The following mentioned paragraphs have specific refer¬ 
ence to the duties devolving on the employes in the various classes 
named: 

Employes Receiving Freight. Paragraphs 1404, 1422 to 1425, 
1427, 1428, 1430, 1431, 1500, 1501, 1531, 1641, 1654, 1656, 1687, 

1702, 1704, 1711 to 1713, 1801, 1807, 1822, 1864 to 1867, 1871, 

1877, 1895, 1902, 1904. 

Employes Billing Freight. Paragraphs 1428, 1652, 1654, 1657, 
1712, 1871, 1873, to 1876. 

Employes Loading and Unloading Freight. Paragraphs 
1422, 1433, 1434, 1531, 1642 to 1651, 1655 to 1657, 1661 to 1667, 

1682, 1687, 1692, 1714, 1715, 1833 (/), 1871, 1890 to 1894, 1903, 

1909, 1910, 1912, 1913, 1941, 1943. 

Employes Delivering Freight. Paragraphs 1434, 1531, 1643, 
1656, 1657, 1692, 1714, 1715, 1871 (c), 1890, 1903, 1909, 1910, 1912. 

Yard and Train Employes. Paragraphs 1654 to 1657, 1661 to 
1667, 1680 to 1692, 1697, 1715, 1874 to 1877, 1890 to 1895, 1902 to 
1911, 1913, 1941, 1943, 1946, 1951 to 1959. 

Employes Inspecting Cars. Paragraphs 1434, 1654, 1655, 1661 
to 1667, 1680, 1681, 1691, 1822 ( d ), (e), (/), 1946, 1951 to 1959. 

Wreck Crews. Paragraphs 1697, 1946, 1951 to 1959. 

LOADING CHART. 

1307. The following chart shows the explosives and other dan¬ 
gerous articles which must not be loaded or stored together, and 
this chart should be used by employes in charge of loading as a 
means of ready reference: 


409 


LOADING CHART. 


CONDENSED RULES FOR 

Railway Employe (or Shipper) Supervising Loading or Unloading. 

i ~ 


Packages of explosives and other dangerous articles are considered and designated below as: 

First.—DANGEROUS EXPLOSIVES, designated a, b, c, d, e, f, and g; must be properly loaded and stayed (See B. E. Pamphlet No. 6) 
and transported in certified car placarded "Explosives." 

Second.—LESS DANGEROUS EXPLOSIVES, designated 1, 2 and 3; may be transported In box cars in good condition without Car Cer¬ 
tificate or Explosive placard, but cars must be placarded "Inflammable." 

Third.—RELATIVELY SAFE EXPLOSIVES, designated 4, 6, 6, 7 and 8; may be treated as valuable merchandise and transported In box 
cars in good oondltion without Car Certificate or any placard. 

Fourth.—INFLAMMABLE ARTICLES, COMPRESSED GASES AND ACIDS, designated 8, 10, 11 and 12; transported in suitable cars, 
placarded "Inflammable" or "Add" acoording to labels on packages. (Non-Inflammable Gases, Light Green Label require 
no placard.) 


Th© following table show* the explo¬ 
sives and other dangerous articles 
which must not be loaded.or stored to¬ 
gether. 

The letter X at an Intersection of hori¬ 
zontal and vertical columns shows that 
these packages must not be loaded or 
stored together: for example; Blasting 

Caps <d) horizontal column must not be 
loaded or stored with High Explosives 
(b) vertical column. See above for pla¬ 
carding of cars, etc. 


Low Explosives, or 

Black Powder 

High Explosives 

Wet Fulminate of Mercury 

Blasting Caps, (including Electrlo ! 

Blasting Caps), in quantity ex¬ 
ceeding 1,000 caps Nou i.) 

Ammunition for Cannon with Ex¬ 
plosive Projectiles 

Explosive Projectiles, or 

Explosive Topedoes 

• 

e 

N 

3 

Ik 

O 

c 

a 

c 

o 

© 

o 

Ammunition for Cannon WlthEmpty, 
sand loaded or solid Projectiles,j 
or without Projectiles 

Smokeless Powder for Cannon, or 
Smokeless Powder for Small Arms 

Fireworks (Common or Special) 

Small Arms Ammunition 

Hi 

iff 

in 

5 rt -l 
H £•«- 

5 m 

If I 

s|f 

Sijs 

If! 

a.--- 

Percussion Fuzes, or 

Treoer Fuzes 

Time or Combination Fuzes 

Safety Fuse, Cordeau Detonant and 

Safety Squibs 

Inflammable Liquids or Compress¬ 

ed Inflammable Gases, Red Label 

Inflammable Solids or Oxidizing 

Materials, Yellow Label 

Acids or Corrosive Liquids, White 

Label 

© 

« C 

ii 

fi 

•o a 
a 3 
© « 
US 

13 

o 




a 

b 

c 

d 

e 

f 

0 

i 

2 

3 

4 

6 

6 

7 

8 

9 

10 

n 

12 

: 

> 
*5 
o 
. a 

H K 

r.j 

k- 3 

O 

k 

• 

Ql 

e 

n 

Q 

1 

3 

Hi 

SI a a 

• 0 x 

• w 

5 

• 

53 

* © o 

5 s “■ 

►* Tm X 
-UJ 

'1 

Is 

. to© 
x < t* 

fig 

si?? 

‘ if 

fl 

Low Explosives, or 

Black Powder 

a 



X 







X 






X 

X 

X 

X 

High Explosives 

b 



X 

X 



X 



X 






X 

X 

X 

X 

Wet Fulminate ol Mercury 

o 

X 

X 


X 

X 

X 

X 

X 

X 

X 

X 

X 

X 

X 

X 

X 

X 

X 

X 

Blasting Caps, (including Electric 

Blasting Caps), in quantity ex¬ 
ceeding 1,000 caps is., n.i. i.) 

d 


X 

X 


X 

X 




X 






X 

X 

X 

X 

Ammunition for Cannon with Ex¬ 
plosive Projectiles 

e 



X 

X 



X 



X 






X 

X 

X 

X 

Explosive Projectiles, or 

Explosive Topedoes 

t 



X 

X 


m 

X 



X 






X 

X 

X 

X 

Detonating Fuzes 

0 


X 

X 


X 

X 




X 






X 

X 

X 

X 

Ammunition forCannonwithtmpty, 

sand loaded or solid Projectiles, 
or without Projectiles 

i 



X 















X 

Us Bat. J 


Smokeless Powder for Cannon, or 
Smokeless Powder for Small Arms 

2 



X 















X 

!«■«*} 


Fireworks (Common or Special) 

3 

X 

X 

X 

X 

X 

X 

X 













Small Arms Ammunition 

4 



X 

















Primers Cannon or Small Arms; or Empty CartrWgu 

Bags Black Powder Igniters; or Empty Cartridge Shells 
Primed; or Combination Primers; or Percussion Caps 

S 



X 

















Percussion Fuzes, or 

Tracer Fuzes 

0 



X 

















Time or Combination Fuzes 

7 



X 

















Safety Fuse.Cordeau Detonant and 
Safety Squibs 

8 



X 

















Inflammable Liquids or Compress 
ed Inflammable Gases, Red Label 

0 

X 

X 

X 

X 

X 

X 

X 













Inflammable Solids or Oxidizing 
Materials, Yellow Label 

10 

X 

X 

X 

X 

X 

X 

X 











X 

SNM2 


Aolds or Corrosive Liquids, White 
Label 

» 

















X 

toM) 



Compressed Non-Inflammable 
Oases, Light Green Label 

12 

X 

X 

X 

X 

X 

X 

X 














Note 1. Blasting caps in any quantity must not 
be loaded or stored with High Explo¬ 
sives, Wet Fulminate of Mercury, Am¬ 
munition for Cannon with Explosive 
Projectiles, Explosive Projectiles or 
Explosive Torpedoes. 


Note 2. Unless loaded in opposite ends of a car, 
Acid must not be loaded with Yellow 
Label articles, Ammunition for Cannon 
or Smokeless Powder. 





















































































REGULATIONS 

FOR THE 

Transportation of Explosives by Freight. 

Prescribed under act of March 4, 1909. Originally formulated and published Jan¬ 
uary 15, 1910, effective 90 days thereafter. Revision formulated and published July 2, 
1914, effective October 1, 1914, and superseding the regulations published Jan¬ 
uary 1, 1912. 


GENERAL NOTICE. 

1401. (a) As the use of explosives is essential to various busi¬ 
ness activities throughout the country, it is the duty of interstate 
railroad carriers to accept and transport such explosives under 
these regulations. When local conditions make the acceptance, 
transportation, or delivery unusually hazardous, local restrictions, 
as provided by paragraph 1429 herein, may be imposed. 

(6) It is also the duty of carriers and shippers to make these 
regulations effective and to thoroughly instruct their employees 
in relation thereto. 

1402. The Bureau for the Safe Transportation of Explosives 
and other Dangerous Articles, hereinafter called Bureau of Ex¬ 
plosives, organized by the railways under the auspices of the 
American Railway Association, is an efficient bureau in charge 
of an expert chief inspector. This bureau will make inspections 
and conduct investigations, and will confer with manufacturers 
and shippers with a view to determining what specifications and 
regulations will within reasonable limits afford the highest degree 
of safety in packing and preparing these dangerous articles for 
shipment and in transporting the same. The Commission will 
seek to avail itself of the expert knowledge thus developed, and 
in formulating amendments to these regulations or specifications 
supplemental thereto, while not bound thereby, will give due weight 
to such expert opinions. 

1403. The Commission will make further provision as occasion 
may require for new explosives not included in or covered by the 
following regulations. 

1404. These regulations apply to all shipments of explosives 
as defined herein, including carrier’s material and supplies. 

GENERAL RULES. 

1421. Unless specifically authorized by these regulations, ex¬ 
plosives must not be packed in the same outside packages with 
each other or with other articles. 




411 


Regulations—Transportation of Explosives by Freight. 

1422. Explosives, when offered for shipment by rail, must be 
in proper condition for transportation and must be packed, marked, 
loaded, stayed, and handled while in transit in accordance with 
these regulations. All packages of less-than-carload shipments 
must also be plainly marked on the outer covering or boxing (out¬ 
side package) with the name and address of the consignee. 

1423. Except on through bills of lading to a foreign destination, 
shipments of dangerous explosives as named in paragraph 1661 
must not be accepted when consigned “order notify.” 

1424. Empty boxes or kegs previously used for high explosives 
are dangerous and must not be again used for shipments of any 
character. Empty boxes which have been used for the shipment 
of other explosives than high explosives must have the old marks 
thoroughly removed before being used for the shipment of other 
articles. Empty metal kegs which have been used for the shipment 
of black powder which was not contained in an interior package 
must not be again used for shipment of any explosive, and if used 
for the shipment of other articles must have the old marks thor¬ 
oughly removed or obliterated. 

1425. (a) Explosives except such as are forbidden (see par. 
1501) may be offered for transportation to railroads engaged in in¬ 
terstate commerce, provided the following regulations are complied 
with, and provided their method of manufacture, packing, and 
storage, so far as it affects safe transportation, is open to inspection 
by a duly authorized representative of the initial carrier or of the 
Bureau of Explosives. Shipments of explosives that do not com¬ 
ply with these regulations must not be received. 

(6) Shipments offered by the War and Navy Departments of 
the United States Government may be packed, including limita¬ 
tions of weight, as required by their regulations. 

1426. When practicable at any point, regular and separate 
days should be assigned for receiving from shippers less-than- 
carload lots of dangerous explosives named in paragraph 1661. 

1427. To enable the carrier to provide proper cars at stations 
where less-than-carload shipments of the dangerous explosives 
named in paragraph 1661 are accepted for loading by the carrier, 
the shipper must give to the carrier not less than 24 hours’ notice 
of his intention to offer such shipments, and state their destinations. 
When a regular day to receive all explosive shipments offered at 
such a station has been appointed, this notice may be waived by 
the carrier, but the explosive shipments must be delivered on such 
days in time to permit proper inspection, billing, and loading on 
that day. 

1428. Before any shipment of dangerous explosives as named 
in paragraph 1661 destined to a point beyond the lines of the 


412 


Regulations—Transportation of Explosives by Freight. 

initial carrier is accepted from a shipper, the -initial carrier must 
ascertain that the shipment can go forward via the route designated. 

1429. All carriers must report to the chief inspector of the 
Bureau of Explosives for compilation and publication, full infor¬ 
mation as to restrictions which may be imposed as provided in 
paragraph 1401 (a) against the acceptance, delivery, or trans¬ 
portation of explosives over any portion of their lines. 

1430. (a) Forbidden explosives, as defined in paragraph 1501, 
and explosives condemned by the Bureau of Explosives (except 
properly repacked samples for laboratory examination), must not 
be offered for shipment. 

(6) Samples of any new explosive must be examined and 
approved as safe for transportation by the Bureau of Explosives 
before shipments (except samples for this examination not exceeding 
5 pounds net in weight) can be accepted. For this purpose a 
new explosive is defined to be the product of a new factory or an 
explosive of an essentially new composition made by any factory. 

1431. Leaking or damaged packages of explosives must not 
be offered for shipment. Should any package of high explosives 
when offered for shipment show excessive dampness or be mouldy 
or show outward signs of any oily stain or other indication that 
absorption of the liquid part of the explosive is not perfect, or that 
the amount of the liquid part is greater than the absorbent can 
carry, it must be refused in every instance. The shipper must 
substantiate any claim that a stain is due to accidental contact 
with grease, oil, or similar substance. In case of doubt, the package 
must be rejected. 

1432. Condemned or leaking dynamite must not be repacked 
and offered for shipment unless the repacking is done by a com¬ 
petent person in the presence of, or with the written consent of 
an inspector, or with the written authority of the chief inspector 
of the Bureau of Explosives. 

1433. Carriers must forward shipments of explosives promptly 
and within 48 hours after acceptance at originating point or re¬ 
ceipt at transfer station or at interchange point, and consignees 
must remove such shipments from the carrier’s property within 
48 hours after notice of arrival at destination, Sundays and holidays 
not included. 

1434. (a) Serious violations of these regulations (such as 
defective packing, improper staying, rough treatment of car, 
broken packages, etc.) and accidents or explosions occurring in 
connection with the transportation or storage on carrier’s property 
of explosives must be reported by the carrier to the chief inspector, 
Bureau of Explosives, 30 Vesey Street, New York City. 

All violations must be corrected before forwarding the explosives. 


413 


Regulations—Transportation of Explosives by Freight. 

(6) Consignees should report promptly to the chief inspector, 
Bureau of Explosives, all instances of improper staying and broken 
or defective packages of explosives in shipments received by them. 


Section 1. 

Information and Definitions. 

GROUPING. 

1500. For transportation purposes, explosives are divided 
into the following groups: 

1. Forbidden explosives. 

2. Acceptable explosives. 

GROUP 1.—FORBIDDEN EXPLOSIVES. 

1501. The following are forbidden explosives: 

(а) Liquid nitroglycerin. 

(б) Dynamite containing over 60 per cent of nitroglycerin 
(except gelatin dynamite). 

(c) Dynamite having an unsatisfactory absorbent, or one that 
permits leakage of nitroglycerin under any conditions liable to 
exist during transportation or storage. 

( d ) Nitrocellulose in a dry and uncompressed condition, in 
quantity greater than 10 pounds, net weight in one exterior package. 

(e) Fulminate of mercury in bulk in a dry condition, and ful¬ 
minates of all other metals in any condition, except as a component 
of manufactured articles whose transportation is not forbidden 
herein. 

(/) Fireworks that combine an explosive and a detonator or 
blasting cap. 

(g ) Explosive compositions including fireworks that ignite 
spontaneously or undergo marked decomposition when subjected 
for 48 consecutive hours to a temperature of 75° C. (167° F.) 

(h ) Firecrackers whose dimensions exceed 5 inches in length 
or three-quarters of an inch in diameter or whose explosive charges 
exceed 45 grains each in weight. 

(i) Toy torpedoes exceeding 1 Y inches in diameter, or toy 
caps containing more than an average of thirty-five hundredths 
of a grain of explosive composition per cap. 

(j) Fireworks that can be exploded en masse by a blasting 
cap placed in one of the units or by the impact of a rifle bullet or 
otherwise. 

Such articles may be shipped when packed, marked, and certified 
in accordance with these regulations and offered for shipment as 
high explosives. 


\ 


414 


Regulations—Transportation of Explosives by Freight. 

(k) Fireworks containing a match tip or head, or similar igniting 
point or surface, unless each individual tip, head, or similar igniting 
point or surface is entirely covered and securely protected from 
accidental contact or friction with any other surface. 

( l ) Fireworks or explosives containing an ammonium salt 
and a chlorate. 

(m) New explosives (except samples for laboratory exam¬ 
inations) until approved for transportation by the Bureau of 
Explosives. 

(n) Explosives properly condemned by the Bureau of Ex¬ 
plosives (except properly repacked samples for laboratory exam¬ 
inations.) Parties who are dissatisfied with the decision of the 
Bureau may appeal to the Commission, and if it is a question of 
chemical composition the Commission will arrange to have a test 
made by a disinterested Government laboratory. 

GROUP 2.-ACCEPTABLE EXPLOSIVES. 

1502. Low explosives and black powder are general names 
that may be used to describe all explosives having a composition 
similar to that of ordinary black powder, such as carbonaceous 
material, sulphur, and a nitrate of sodium or potassium, and that 
cannot be detonated by a commercial blasting cap. Examples 
are, rifle, sporting, cannon, and blasting powders. 

1503. High explosives are all explosives more powerful than 
ordinary black powder, except smokeless powders and fulminates. 
Their distinguishing characteristic is their susceptibility to de¬ 
tonation by a blasting cap. Examples of high explosives are the 
dynamites, picric acid, 1 picrates, chlorate powders, nitrate of 
ammonia powders, dry trinitrotoluol, dry nitrocellulose (gun 
cotton), and fireworks that can be exploded en masse. 

1504. Smokeless powders are those explosives from which 
there is little or no smoke when fired. They include smokeless pow¬ 
der for cannon and smokeless powder for small arms. Smokeless 
powder for cannon used in the United States at the present time 
consists of a nitrocellulose colloid, and is comparatively safe to 
handle and transport. Smokeless powders for small arms may 
consist of nitrocellulose or nitrocellulose combined with nitro¬ 
glycerin. Detonable picrate or chlorate mixtures are classed as 
high explosives. 

1505. Fulminates are fulminates of mercury or of other metals 
in bulk form, that is, not made up into percussion caps, detonators, 
blasting caps, toy torpedoes, or exploders. 

1506. Small-arms ammunition (such as is used in sporting 
or fowling pieces, or in rifle or pistol practice, etc.), consists usually of 

1 Picric acid for medicinal purposes, and not exceeding 4 ounces in one outside 
package, may be shipped without other restrictions when in securely closed glass 
bottles, properly cushioned to prevent breakage. 



415 


Regulations—Transportation of Explosives by Freight. 

• a paper or metallic shell, the primer, and the powder charge, with 
or without shot or bullet, the materials necessary for one firing being 
all in one piece. 

1507. Ammunition for cannon embraces all fixed or separate¬ 
loading ammunition too heavy for use in small arms. When the 
component parts are packed in separate outside packages such 
packages may be shipped as smokeless powder for cannon, ex¬ 
plosive projectiles, empty (including solid and sand loaded) pro¬ 
jectiles, primers, or fuzes. Igniters composed of black powder 
may be attached to packages in shipments of smokeless powder 
for cannon. 

1508. Explosive projectiles are loaded shells for use in cannon. 
They are not liable to be exploded except by fire of considerable 
intensity, and the flying fragments would then be very dangerous. 

1509. Blasting caps contain from 5 to 50 grains of dry fulminate 
of mercury, or other substance similar to or in combination with 
fulminate of mercury, packed in a thin copper shell and fired by 
a slow-burning safety fuse. When a small “bridge” of fine wire 
is imbedded in a suitable priming material and arranged to fire 
the fulminate by heating the bridge by means of an electric current, 
the cap is called an “electric blasting cap.” They cause explosions 
of a high order, or “detonations.” This means the instantaneous 
conversion of the entire explosive into gas instead of the gradual 
conversion known as “combustion.” Dynamite “detonates” and 
smokeless powder for cannon “burns.” 

1510. Detonating fuzes are used in the military service to 
detonate the high explosive bursting charges of projectiles or tor¬ 
pedoes. In addition to a -powerful detonator they may contain 
several ounces of a high explosive, such as picric acid or dry nitro¬ 
cellulose, all assembled in a heavy steel envelope. 

1511. Primers, percussion and time fuzes are devices used 
to ignite the black powder bursting charges of projectiles, or the 
powder charges of ammunition. For small-arms ammunition 
the primers are usually called “small-arms primers” or “percussion 
caps.” Tracer fuzes consist of a device which is attached to a 
projectile and contains a slow-burning composition to show the 
flight of projectiles at night. 

1512. Safety fuse consists ordinarily of a core of granular 
black powder, which is surrounded by yarn, tape, pitch, rubber, etc. 

Cordeau detonant is a fuse containing trinitrotoluol, assembled 
in a drawn lead tube. 

Safety squibs are small paper tubes containing a small quantity 
of black powder, one end of each tube being twisted and generally 
tipped with sulphur. 

1513. Fireworks include everything that is designed and 
manufactured primarily for the purpose of producing a visible 


416 


Regulations—Transportation of Explosives by Freight. 

or an audible pyrotechnic effect by combustion or by explosion. 
They consist of common fireworks and special fireworks. (See 
par. 1501 ( j ).) 

1514. Common fireworks include all that depend principally 
upon nitrates to support combustion and not upon chlorates; that 
contain no phosphorus and no high explosive sensitive to shock and 
friction; that produce their effect through color display rather 
than by loud noises. If noise is the principal object, the units 
must be small and of such nature and manufacture that they will 
explode separately and harmlessly, if at all, when one unit is ig¬ 
nited in a packing case. They must not be designed for ignition 
by shock or friction. Examples are Chinese firecrackers, Roman 
candles, pinwheels, colored fires, rockets, serpents, railway fusees, 
flash powders, etc. 

1515. Special fireworks include all that contain any quantity 
of phosphorus, a fulminate, or other high explosive sensitive to 
shock or friction, or that contain units of such size that the ex¬ 
plosion of one while being handled would produce a serious injury, 
or that require a special appliance or tool, mortar, holder, etc., for 
their safe use, or that are designed for ignition by shock or friction. 
Examples are giant firecrackers, bombs, and salutes (not high 
explosives), toy torpedoes and caps, ammunition pellets fired in 
a special holder, railway torpedoes, etc. 


Section 2. 

Packing, Marking, and Certifying 
Acceptable Explosives. 

1531. (a) The construction of shipping containers purchased 
hereafter and used in shipping explosives must conform to spec¬ 
ifications approved by the Interstate Commerce Commission that 
apply, and excepting shipments offered by the United States 
Government, each container must be stamped, labeled, or marked 

“Complies with I. C. C. Spec’n. No.-” or equivalent marking, 

as stated in the specification. 

( b ) In addition to standing the tests prescribed, the design 
and construction of packages must be such as to prevent the oc¬ 
currence in individual packages of defects that permit leakage 
of their contents under the ordinary conditions incident to trans¬ 
portation. The results of experience, gained by an examination 
of broken or leaking packages on arrival at destination, must be 
reported to and recorded by the Bureau of Explosives, to the 
end that further use of any particular kind of package shown by 
experience to be inefficient may be prohibited by the Commission. 

(c) Pending approval and promulgation by the Commission 
of specifications for types of shipping containers other than those 


417 


Regulations—Transportation of Explosives by Freight. 

for which specifications are published herein, containers may be 
used which after investigation made by the Bureau of Explosives 
or bjr other competent testing laboratory in the presence of a 
representative of the Bureau of Explosives, are shown to possess 
the general efficiency and the protection against leakage of contents 
afforded by the standard types of corresponding capacity described 
in the specifications published herein, provided they are labeled 
or marked to show compliance with this requirement. 

SAMPLES OF EXPLOSIVES TOGETHER. 

1532. Samples of explosives (except blasting caps) in separate 
interior containers may be packed in the same outside package 
of gross weight not exceeding 50 pounds, provided the weight 
of any one sample does not exceed eight ounces, and provided 
the interior packages are so cushioned and protected as to insure 
their transportation without rupture or leakage of contents. The 
package must be marked and described with the name of the most 
dangerous explosive included among the samples, such as “HIGH 
EXPLOSIVE,” “BLACK POWDER,” etc. 

LOW EXPLOSIVES AND BLACK POWDER. 

1533. Packing. —Packages containing less than 12^ pounds 
of black powder or low explosives must be inclosed in a tight 
wooden box complying with specification No. 16. Each inside 
package containing less than 12)^ pounds and more than 1 Yi 
pounds must be so placed in the outside box that the filling hole 
will be up. The boxes must be marked on top “THIS SIDE UP” 
and also as prescribed by paragraph 1536. 

1534. Twelve and a half pounds or over of black powder or 
low explosives must be packed in packages that comply with speci¬ 
fication No. 11 or 13. Kegs less than 8 inches long must be boxed 
as prescribed by paragraph 1533. 

1535. Weight.—Packages must not weigh over 200 pounds 
gross. 

1536. Marking. —Each outside package must be plainly marked, 
stamped, or stenciled “BLACK POWDER” or “LOW EX¬ 
PLOSIVES,” and may also show “BLASTING,” “RIFLE,” etc., 
as “BLACK BLASTING POWDER,” “BLACK RIFLE 
POWDER,” “LOW BLASTING EXPLOSIVE,” etc. Ad¬ 
ditional marks, trade names, etc., may appear if desired by shipper, 
but such additional marking must not be more conspicuous nor 
must it obscure the marking prescribed herein. 

HIGH EXPLOSIVES. 

1551. High explosives consisting of a liquid mixed with an 
absorbent material must have the absorbent (wood pulp or similar 
material) in sufficient quantity and of satisfactory quality, properly 
dried at the time of mixing; nitrate of soda must be dried at the 


418 


Regulations—Transportation of Explosives by Freight. 

time of mixing to less than 1 per cent of moisture; and the in¬ 
gredients must be uniformly mixed so that the liquid will remain 
thoroughly absorbed under the most unfavorable conditions in¬ 
cident to transportation. 

1552. Explosives containing nitroglycerin must have uni¬ 
formly mixed with the absorbent material a satisfactory antacid 
which must be in quantity sufficient to have the acid neutralizing 
power of an amount of magnesium carbonate equal to 1 per cent 
of the nitroglycerin. 

1553. (a) Packing.—High explosives containing more than 10 
per cent of nitroglycerin must be made into cartridges not exceeding 
4 inches in diameter or 8 inches in length, and must not be packed 
in bags or sacks. This does not apply to gelatin dynamite. 

(6) High explosives containing not more than 10 per cent of 
nitroglycerin may be shipped in bags or sacks. Each bag or sack 
must not contain more than 12 3^ pounds of explosive, and must 
be placed in a box with filling end up. These bags or sacks and the 
coverings of all cartridges must be strong and so treated that they 
will not absorb the liquid constituent of the explosive. 

1554. (a) All boxes in which high explosives in cartridges, 
bags, sacks, or in bulk are packed must be lined with strong paraf¬ 
fined paper or other suitable material. The lining must be without 
joints or other openings at the bottom or on the sides of the box, 
and must be impervious to water and to any liquid ingredient 
of the explosive. 

( b ) In packing cartridges of nitroglycerin explosives at least 
one-quarter of an inch thickness of dry, fine wood pulp or saw¬ 
dust must be spread over the bottom of the lined box before insert¬ 
ing the cartridges, and all the vacant space in the top must be 
filled with this material. 

(c) All cartridges exceeding 4 inches in length, except explosive 
gelatin or gelatin dynamite, must be placed horizontally in boxes. 

1555. Inside packages containing not more than 1 pound each 
of dry uncompressed nitrocellulose, wrapped in strong paraffined 
paper or other suitable spark-proof material, will be accepted for 
shipment if securely packed in an outside package that complies 
with Specification No. 14 and is marked as prescribed in paragraph 
1559. Outside packages must not contain more than 10 pounds 
of dry nitrocellulose. 

1556. (a) High explosives containing no explosive liquid 
ingredient and not having, with their normal percentage of moisture, 
a sensitiveness to percussion greater than measured by the blow 
delivered by an 8-pound weight dropping from a height of 7 inches 
on a compressed pellet of the explosive three-hundredths of an 
inch in thickness and two-tenths of an inch in diameter confined 
rigidly between hard steel surfaces, as in the standard impact- 


419 


\ 


Regulations—Transportation of Explosives by Freight. 

testing apparatus of the Bureau of Explosives, may be shipped 
in bulk when securely packed in authorized containers. These 
explosives may also be packed in cartridges, and must be so packed 
when their sensitiveness is greater than the above limit. Wooden 
boxes or wooden kegs provided with suitable linings to prevent 
leakage must be used for chlorate powders. 

(6) When the addition of water to any such explosive will 
make it nonexplosive according to tests made by the Bureau of 
Explosives, the wet material may be shipped and handled in 
transit as prescribed by the Regulations for the transportation of 
Dangerous Articles other than Explosives by Freight and by 
Express. 

1557. Containers for high explosives must comply with Specifi¬ 
cations Nos. 11, 14, 20, 21, and 22 as specified therein. 

1558. (a) Weights. —Packages of high explosives containing 
an explosive liquid ingredient must not exceed 75 pounds gross 
weight. 

(b) Packages of high explosives containing no liquid explosive 
ingredient whose shipment in bulk is authorized by paragraph 
1556 must not exceed 125 pounds gross weight. 

(c) The gross weight of an outside package containing not 
exceeding 10 pounds net of dry nitrocellulose, not compressed, 
packed as prescribed in paragraph 1555, must not exceed 35 pounds. 
Compressed sticks or blocks of dry nitrocellulose (guncotton) 
wrapped in strong paraffined paper may be shipped in outside 
packages complying with Specification No. 14, with a gross weight 
not exceeding 75 pounds. 

1559. Marking. —Boxes must be plainly marked on top and 
on one side or end and kegs must be marked on one end “HIGH 
EXPLOSIVE—DANGEROUS,” in letters not less than inch 
in height. The tops of boxes must be marked “THIS SIDE UP.” 


SMOKELESS POWDER FOR CANNON. 

1571. Packing. —Smokeless powder for cannon must be packed 
in tight w r ooden boxes free from loose knots and cracks, or in 
wooden barrels that comply with Specification No. 11, or in metal 
barrels or kegs that comply with Specification No. 13. Smokeless 
powder for cannon may be packed in water in metal barrels or in 
strong wooden barrels of the type used for alcohol. 

1572. Weight. —Packages must not weigh over 180 pounds 
gross unless the powder is packed in water. 

1573. Marking. —Each package must be plainly marked 
“SMOKELESS POWDER FOR CANNON,” or “SMOKELESS 
POWDER FOR CANNON IN WATER.” 


420 


Regulations—Transportation of Explosives by Freight. 

SMOKELESS POWDER FOR SMALL ARMS. 

1575. Packing. —Packages containing less than 9 pounds of 
smokeless powder for small arms must be inclosed in a tight wooden 
box complying with Specification No. 16. Each inside package 
containing less than 9 pounds and more than 1 3^2 pounds must be 
so placed in the outside box that the filling hole will be up. The 
box must be marked on top “THIS SIDE UP” and also as pre¬ 
scribed by paragraph 1578. 

1576. Quantities of 9 pounds or over of smokeless powder for 
small arms must be packed in tight wooden boxes free from loose 
knots or cracks, or in wooden barrels that comply with Specification 
No. 11, or in metal barrels or kegs that comply with Specification No. 
13. Kegs less than 8 inches long must be boxed as prescribed by 
paragraph 1575. Smokeless powder for small arms may be packed 
in water in metal barrels or in strong wooden barrels of the type 
used for alcohol. 

1577. Weight. —Packages must not weigh over 150 pounds 
gross. 

1578. Marking. —Each outside package must be plainly marked 
“SMOKELESS POWDER FOR SMALL ARMS,” or “SMOKE¬ 
LESS POWDER FOR SMALL ARMS, IN WATER,” 

FULMINATES. 

1591. Packing. —Fulminate of mercury in bulk must contain 
when packed not less than 25 per cent of water, and must in this 
wet condition be placed in a bag made of heavy cotton cloth of 
close mesh, equal in quality and weight to the cotton twill used 
for pockets in high-grade clothing. There must be placed inside 
the bag and over the fulminate a cap of the same cloth and of the 
diameter of the bag, and the bag must be tied securely and placed 
in a strong grain bag, which must, in turn, be tied securely and 
packed in the center of a cask or barrel in good condition and of 
the kind used for shipment of alcohol. The grain bag must not 
contain more than 150 pounds dry weight of fulminate and it 
must be surrounded on all sides by tightly packed sawdust not less 
than 6 inches thick. The cask or barrel must be lined with a heavy, 
close-fitting jute bag, closed by secure sewing to prevent escape 
of sawdust. After the barrel is properly coopered it must be filled 
with water and the bung sealed. The barrel must be inspected 
carefully and all leaks stopped. 

1592. Marking. —Each cask or barrel must be plainly marked 
“WET FULMINATE OF MERCURY—DANGEROUS.” 

SMALL-ARMS AMMUNITION. 

1601. Packing. —Small-arms ammunition must be packed in 
pasteboard or other boxes, and these boxes must be packed in 
strong outside wooden or metal containers. 


421 


Regulations—Transportation of Explosives by Freight. 

Small-arms ammunition in pasteboard or other boxes, and in 
quantity not exceeding a gross weight of 75 pounds, may be packed 
with nonexplosive and noninflammable articles and with small- 
arms primers or percussion caps (see par. 1619), provided the out¬ 
side wooden or metal container is marked as prescribed in para¬ 
graph 1602. 

1602. Marking. —Each outside package or case must be plainly 
marked “SMALL-ARMS AMMUNITION.” 

1603. No restrictions, other than proper packing and marking, 
are necessary for the shipment of small-arms ammunition. 

AMMUNITION FOR CANNON. 

1604. Packing. —Ammunition for cannon must be well packed 
and properly secured in strong wooden or metal containers. 

1605. Marking.— Each outside package must be plainly marked 
“AMMUNITION FOR CANNON WITH EXPLOSIVE 
PROJECTILES,” or “AMMUNITION FOR CANNON WITH 
EMPTY PROJECTILES,” or “AMMUNITION FOR CAN¬ 
NON WITH SAND-LOADED PROJECTILES,” or “AM¬ 
MUNITION FOR CANNON WITH SOLID PROJECTILES,” 
according as the projectiles do or do not contain a bursting charge, 
or “AMMUNITION FOR CANNON WITHOUT PROJEC- 
tiles.” 

Empty cartridge bags having attached black powder igniters 
must be marked “EMPTY CARTRIDGE BAGS—BLACK 
POWDER IGNITERS.” 

1606. No restrictions other than proper marking are prescribed 
for shipments of material relating to ammunition for cannon, but 
containing no explosive or other dangerous article, such as cartridge 
cases, “dummy” or “drill” cartridges, etc. 

EXPLOSIVE PROJECTILES. 

1607. Packing. —Explosive projectiles must be packed in 
strong wooden or metal boxes and each projectile must be properly 
secured. Projectiles exceeding 100 pounds in weight may be 
shipped without being boxed, if desired. When necessary, de¬ 
tonating fuzes of an approved type may be assembled in explosive 
projectiles. 

1608. Weight. —The gross weight of a box containing more 
than one explosive projectile must not exceed 160 pounds. 

1609. Marking. —Each exterior package or projectile must 
be plainly marked “EXPLOSIVE PROJECTILE,” “SAND- 
LOADED PROJECTILE,” “SOLID PROJECTILE,” “EMPTY 
PROJECTILE,” “EXPLOSIVE TORPEDO,” or “EMPTY 
TORPEDO.” 

No restrictions, other than proper marking, are prescribed for 
the shipment of sand-loaded projectiles, empty projectiles, solid 


422 


Regulations—-Transportation of Explosives by Freight. 

projectiles, or empty torpedoes, and tracer fuzes of an approved 
type may be assembled in projectiles. 

BLASTING CAPS. 

1611. Packing. —Blasting caps contain such a sensitive and 
dangerous explosive that very efficient packing is necessary, and 
the outside of all caps must be free from fulminate. 

(a) Blasting caps must be packed in strong interior packages 
or containers, in which they must fit snugly, and the caps must 
be closed securely by teats projecting from a plate of suitable elastic 
material placed over the caps. Not more than 100 blasting caps 
may be packed in a single inside container. All inside containers 
must then be packed snugly in cartons or wrappings made of paper 
or pasteboard. 

( b ) For not more than 5,000 caps the inside containers in 
cartons or wrappings must be packed in an outside box which 
must comply with Specification No. 15, and they must be separated 
from the outside box by at least 1 inch of tightly packed sawdust, 
excelsior, or equivalent cushioning material. 

(c) For more than 5,000 caps the inside containers, in cartons 
or wrappings, must be packed in an inside box made of sound 
lumber or in a hermetically sealed metal box made of not less 
than 30 gauge United States standard, and this inside wooden or 
metal box must then be packed in an outside box made of sound 
lumber; both of these boxes must comply with Specification 
No. 15. Tightly packed sawdust, excelsior, or equivalent cushioning 
material at least 1 inch thick at all points must separate the inside 
box from the outside wooden box. 

(d) More than 20,000 blasting caps must not be placed in 
one outside package. 

(e) Not more than five tin boxes, containing not more than 
100 blasting caps in each box, may be packed with safety fuse, 
each box to be placed in the center of a coil of fuse, and in this 
case the outside box must be made of sound lumber, complying 
with Specification No. 15. 

(/) Electric blasting caps must be packed in pasteboard cartons 
containing not more than 50 caps each. These cartons must 
be packed in a wooden box, complying with Specification No. 15. 

1612. Weight. —The gross weight of an outside package con¬ 
taining blasting caps or electric blasting caps must not exceed 
150 pounds. 

1613. Marking. —Each outside package must be plainly marked 
“(number) BLASTING CAPS—HANDLE CAREFULLY,” 
or “(number) ELECTRIC BLASTING CAPS—HANDLE 
CAREFULLY.” In addition, each box must bear the marking 
“DO NOT STORE OR LOAD WITH ANY HIGH EXPLOSIVE.” 


423 


Regulations—Transportation of Explosives by Freight. 

DETONATING FUZES. 

1615. Packing. —Detonating fuzes must be packed in strong, 
tight wooden boxes, and each fuze must be well secured. 

1616. Weight.—The gross weight of one outside package 
must not exceed 165 pounds. 

1617. Marking. —Each outside package must be plainly marked 
“DETONATING FUZES—HANDLE CAREFULLY.” 

PRIMERS, PERCUSSION AND TIME FUZES. 

1619. (a) Packing. —Primers, percussion and time fuzes 
must be packed in strong, tight wooden outside boxes, with special 
provision for securing individual packages of primers and fuzes 
against movement in the box. 

(6) Small-arms primers containing anvils must be packed in 
cellular inside packages, with partitions separating the layers 
and columns of primers, so that the explosion of a portion of the 
primers in the completed shipping package will not cause the 
explosion of all of the primers. 

(c) Percussion caps may be packed in metal or other inside 
boxes containing not more than 500 caps, but the construction 
of the cap and the kind and quantity of explosives in each must 
be such that the explosion of a part of the caps in the completed 
shipping package will not cause the explosion of all of the caps. 

( d ) Small-arms primers and percusison caps may form a part 
of the gross weight of 75 pounds of small-arms ammunition that 
may be packed with other articles as authorized by paragraph 1601. 

1620. Weight.—The gross weight of one outside package must 
not exceed 150 pounds. 

1621. Marking. —Each outside box must be plainly marked 
“SMALL-ARMS PRIMERS—HANDLE CAREFULLY,” or 
“PERCUSSION CAPS—HANDLE CAREFULLY,” or “CAN¬ 
NON PRIMERS—HANDLE CAREFULLY,” or “COMBIN¬ 
ATION PRIMERS—HANDLE CAREFULLY,” or “PER¬ 
CUSSION FUZES—HANDLE CAREFULLY,” or “COM¬ 
BINATION FUZES—HANDLE CAREFULLY,” or TRACER 
FUZES—HANDLE CAREFULLY,” etc. 

1622. No restrictions other than proper packing and marking 
are necessary for the shipment of primers, percussion and time 
fuzes. No restrictions other than proper marking are prescribed 
for the shipment of “Empty cartridge shells, primed.” 

COMMON FIREWORKS. 

1631. Packing. —Common fireworks must be in a finished 
state, exclusive of mere ornamentation, as supplied to the retail 


424 


Regulations—Transportation of Explosives by Freight. 

trade, and must be securely packed in strong, tight, spark-proof 
wooden barrels that comply with Specification No. 11, or in boxes 
complying with Specification No. 12A. 

1632. Weight. —The gross weight of one outside package 
containing common fireworks must not exceed 325 pounds, except 
that exhibition set pieces when specially packed may have weight 
not exceeding 400 pounds. 

1633. Marking. —Each outside package must be plainly marked 
in letters not less than inch in height “COMMON FIREWORKS 
—KEEP FIRE AWAY.” 

SPECIAL FIREWORKS. 

1634. Packing. —Special fireworks must be in a finished state, 
exclusive of mere ornamentation, as supplied to the retail trade, 
and must not contain forbidden fireworks. (See par. 1501 (/) 
to if), inclusive.) 

Special fireworks must be securely packed in strong, spark- 
proof wooden barrels that comply wdth Specification No. 11, or 
in boxes complying with Specification No. 12. 

1635. Weight.—The gross weight of one outside package 
containing special fireworks must not exceed 200 pounds, and the 
gross weight of a package containing toy torpedoes must not exceed 
65 pounds. 

1636. Marking. —Each outside package containing special 
fireworks or a mixture of common and special fireworks must be 
plainly marked in letters not less than ^ inch in height “SPECIAL 
FIREWORKS-HANDLE CAREFULLY—KEEP FIRE AWAY” 

SAFETY FUSE, CORDEAU DETONANT, AND SAFETY SQUIBS. 

1638. Safety fuse, cordeau detonant, and safety squibs 

must be packed in strong wooden boxes or barrels properly marked, 
and may be loaded in any car with any other kind of an explosive 
or inflammable substance or with other freight. Cordeau de¬ 
tonant must not be packed in the same package with blasting 
caps, or with any high explosive. 

SHIPPING ORDER. 

1641. (a) Shipper’s certificate. —The shipping order for any 

package containing an explosive named below must show each 
article under its proper name as specified in this paragraph, and 
must show the following certificate in the lower left-hand corner, 
over the written or stamped facsimile signature of the shipper or 
of his duly authorized agent: 

This is to certify that the above articles are properly described by name and are 
packed and marked and are in proper condition for transportation according to the 
regulations prescribed by the Interstate Commerce Commission. 


425 


Regulations—Transportation of Explosives by Freight. 

LIST OF SHIPPING NAMES. 

Low explosives. 

Black powder. 

High explosives. 

Smokeless powder for cannon. 

Smokeless powder for small arms. 

Wet fulminate of mercury. 

Ammunition for cannon with explosive projectiles. 

Ammunition for cannon with empty projectiles. 

Ammunition for cannon with sand-loaded porjectiles. 
Ammunition for cannon with solid projectiles. 

Ammunition for cannon without projectiles. 

Explosive projectiles. 

Explosive torpedoes. 

Detonating fuzes. 

(Number) blasting caps. 

(Number) electric blasting caps. 

Common fireworks. 

Special fireworks. 

(b) The following acceptable explosives must be described 
under their proper names as given below, but shipper’s certificate 
is not required: 

Small -arms ammunition. 

Small-arms primers. 

Cannon primers. 

Empty cartridge shells, primed. 

Empty cartridge bags—black powder igniters. 

Combination primers. 

Percussion caps. 

Percussion fuzes. 

Time fuzes. 

Tracer fuzes. 

Combination fuzes. 

Safety fuse. 

Cordeau detonant. 

Safety squibs. 

Empty projectiles. 

Sand loaded projectiles. 

Solid projectiles. 

Empty torpedoes. 

(c) Whenever orders are placed in foreign countries for the 
importation of explosives, to be forwarded from port of entry 
by carriers subject to these regulations, the importer must furnish 
with the order to the foreign shipper, and also to the forwarding 
agent at the port of entry, full and complete information as to 
the necessary packing and marking required by these regulations. 
The forwarding agent must file with the originating carrier a properly 
prepared and certified shipping order as prescribed herein. 




426 


Regulations—Transportation of Explosives by Freight. 

Section 3. 

Rules for Handling. 

1642. In handling packages of explosives at stations and in 
transferring them to and from cars the greatest care must be taken, 
and shocks or falls liable to injure the containing package must be 
avoided. Where an inclined chute is employed such chute shall 
be constructed of 1-inch planed boards, with side guards 4 inches 
high extending 3 inches above top face of bottom of chute and 
throughout its length, fastened with brass screws. D-shaped 
strips or runners, not more than 6 inches apart and running length¬ 
wise of chute, must be fastened to the upper surface of the bottom 
board by means of glue and wooden pegs extending through the 
bottom board and runners. Chutes must be occasionally wiped 
down with waste moistened with machine oil when dynamite 
packages are being handled. 

A stuffed mattress, 4 feet wide by 6 feet long and not less than 
4 inches thick, or a heavy jute or hemp mat of like dimensions, 
must be placed under the discharging end of the chute. 

1643. (a) Careful men must be chosen to handle explosives, 
the platform and the feet of the men must be as free as possible 
from grit, and all possible precautions must be taken against fire. 
Suitable provision must be made, outside of the station when practic¬ 
able, for the safe storage of explosives, and every effort possible 
must be made to reduce the time of this storage. If a shipment 
of explosives is not removed within 48 hours after notice of arrival 
at destination, it must be disposed of by return to the shipper, 
or by storage at the expense of the owner, or by sale, or when 
necessary to safety by destruction under supervision of a com¬ 
petent person. 

(6) Unauthorized persons must not have access to explosives 
or other dangerous articles at any time while such articles are in 
the custody of the carrier. 

LOADING IN CAR. 

1644. (a) Packages receive their greatest stresses in a direction 
parallel to the length of the car and must be loaded so as to offer 
their greatest resistance in this direction. Boxes of dangerous 
explosives named in paragraph 1661 when loaded in the car must 
rest on their bottoms and with their long dimension parallel to 
the length of the car. 

(6) A car must not contain more than 70,000 pounds gross 
weight of explosives. This limit does not apply to shipments of 
small-arms ammunition or ammunition for cannon. 

( c ) When the lading of a car includes explosives and exceeds 
5,000 pounds the weight of the lading must be distributed in ap¬ 
proximately equal parts in both ends of the car. 


427 


Regulations Transportation of Explosives by Freight. 

1645. Explosives packed in kegs, except when boxed, must 
be loaded on their sides with ends toward ends of the car; and 
packages of explosives must not be placed in the space opposite 
the doors unless the doorways are boarded on the inside as high 
as the lading. 

Large casks, barrels, or drums may be loaded on their sides or 
ends as will best suit the conditions. 

1646. (a) Packages containing any of the explosives for the 
transportation of which a certified and placarded car is prescribed 
(see par. 1661), must be stayed (blocked and braced) by the one 
who loads the car, by methods not less efficient than those described 
in Bureau of Explosives Pamphlet No. 6, to prevent change of 
position by the ordinary shocks incident to transportation. Special 
care must be used to prevent them from falling to the floor or 
from having anything fall on them or slide against them during 
transit. 

(6) To prevent delays to local freight trains, when there are 
shipments of explosives for different destinations loaded in a 
“peddle car" or “way car,” the shipments for each destination 
must be stayed separately. 

(c) Forwarding and transfer stations for explosives must be 
provided with the necessary materials for staying. 

(d) Shippers must furnish the material for staying packages 
loaded by them. 

1647. Detonating fuzes or blasting caps, or electric blasting 
caps, must not be loaded in a car or stored with high explosives 
of any kind, including explosive projectiles, nor with wet nitro¬ 
cellulose. 

1648. Wet fulminate of mercury must not be loaded with any 
explosive or inflammable article. 

1649. Fireworks must not be loaded in the same car nor stored 
on carriers’ property with any explosive named in paragraph 1661. 

1650. Explosives named in paragraph 1661 that require a 
certified car, placarded “EXPLOSIVE,” must not be transported 
in the same car with nor stored on railway property near any of 
the dangerous articles for which labels are prescribed by the Regu¬ 
lations for the Transportation of Dangerous Articles other than 
Explosives by Freight. 

1651. In a car containing explosives all packages of other 
freight must be loaded, and when necessary must be stayed to 
prevent injury to packages of explosives during transit. When 
practicable explosives should be loaded so as to avoid transfer 
at stations. 1 

1 At stations where it is necessary to handle explosives at night it is recommended 
that incandescent electric lights be provided. 




428 


Regulations—Transportation of Explosives by Freight . 

WAYBILLING. 

1652. (a) The carrier must see that each shipment of explosives 

is properly described on the shipping order and on the revenue 
waybill under one of the names in the “List of shipping names,” 
paragraph 1641, and that the correct gross weight is given. 

(6) The revenue waybill or astray waybill for a shipment, 
and the card waybill and envelope containing revenue waybill 
when used as a card waybill for a car containing any of the following 
explosives: 

Low explosives, 

Black powder, 

High explosives, 

Wet fulminate of mercury, 

Ammunition for cannon with explosive projectiles, 

Explosive projectiles, 

Explosive torpedoes, 

Detonating fuzes, 

Blasting caps, \ In quantity exceeding 1,000 blasting 

Electric blasting caps, / caps or 1,000 electric blasting caps, 

must have plainly stamped or plainly written across the top, in 
letters not less than three-eighths of an inch high, the word 
“EXPLOSIVES.” 

(c) The revenue waybill and astray waybill for a shipment, 
and the card waybill and envelope containing revenue waybill 
when used as a card waybill for a car containing: 

Ammunition for cannon with empty projectiles, 

Ammunition for cannon with sand-loaded projectiles, 
Ammunition for cannon without projectiles, 

Ammunition for cannon with solid projectiles, 

Smokeless powder for small arms, 

Smokeless powder for cannon, 

Common fireworks, or 
Special fireworks, 

must have plainly stamped or plainly written across the top, in let- 
ers not less than % of an inch high, the word “INFLAMMABLE.” 

( d ) No indorsements are required on revenue waybills, card 
waybills, or other billing for shipments or for cars of the following 
explosives: 

Small-arms ammunition. 

Small-arms primers. 

Cannon primers. 

Empty cartridge shells, primed. 

Empty cartridge bags—black powder igniters. 

Combination primers. 


429 


Regulations—Transportation of Explosives by Freight. 

Percussion caps. 

Percussion fuzes. 

Time fuzes. 

Tracer fuzes. 

Combination fuzes. 

Safety fuse. 

Cordeau detonant. 

Safety squibs. 

Empty projectiles. 

Sand-loaded projectiles. 

Solid projectiles. 

Empty torpedoes. 

Blasting caps. ) 

Electric blasting caps. \ In <l uantit y not exceeding 1,000 cape. 

SHIPMENTS FROM CONNECTING LINES. 

1654. (a) Cars containing explosives named in paragraph 1661 
which are offered by connecting lines must be carefully inspected 
by the receiving line on the outside, including the roof, and if prac¬ 
ticable the lading must also be inspected. These cars must not 
be forwarded until all discovered violations have been corrected. 

( b ) If the car shows evidence of, or if there is any reason to 
suspect that it has received, rough treatment, the lading must be 
inspected and placed in proper condition before the car is permitted 
to proceed. When interchange occurs and inspection is necessary 
after daylight hours, electric flash lights or other suitable covered 
lights should be provided. Naked lights must not be used. 

( c ) Shipments of explosives offered by connecting lines must 
comply with these regulations, and the revenue waybill, freight 
bill, manifest of lading, card waybill, switching order, or other 
billing must bear the indorsement “EXPLOSIVES” or “INFLAM¬ 
MABLE” prescribed by paragraph 1652 (b) and (c). 

DISPOSITION OF INJURED, CONDEMNED, AND ASTRAY PACKAGES. 

1655. Packages found injured or broken in transit may be 
recoopered when this is evidently practicable and not dangerous. 
A broken box of high explosives that can not be recoopered should 
be reinforced by stout wrapping paper and twine, placed in another 
strong box, and surrounded by dry, fine sawdust, or dry and clean 
cotton waste, or elastic wads made from dry newspaper. A rup¬ 
tured can or keg should be inclosed in a grain bag of good quality 
and boxed or crated. Injured packages thus protected and properly 
marked may be forwarded. 

1656. Condemned packages of leaking explosives should (1) 
be returned immediately to shipper if at point of shipment; or (2) 
disposed of to a person who is competent and willing to remove 
them from railway property, if leakage is discovered while in 


430 


Regulations—Transportation of Explosives by Freight. 

transit; or (3) removed immediately by consignee if shipment is 
at destination. 

When disposition cannot be made as above, the leaking boxes 
must be packed in other boxes large enough to permit, and the 
leaking box must be surrounded by at least 2 inches of dry, fine 
sawdust, or dry and clean cotton waste, and be stored in station 
magazine or other safe place until arrival of an inspector of the 
Bureau of Explosives or other authorized person to superintend 
the destruction or disposition of the condemned material. 

1657. When name and address of consignee or shipper are 
known, an astray shipment must be forwarded to its destination 
or returned to the shipper by the most practicable route, provided 
a careful inspection shows the packages to be in proper condition 
for safe transportation. 

When a package in an astray shipment is not in proper con¬ 
dition for safe transportation (see par. 1655), or when name and 
address of consignee and shipper are unknown, disposition will be 
made as prescribed by paragraph 1656. 

SELECTION AND PREPARATION OF CARS. 

Dangerous Explosives. 

1661. For the transportation of carloads or less-than-carload 
lots of— 

Low explosives, 

Black powder, 

High explosives, 

Wet fulminate of mercury, 

Blasting caps, \ In quantity exceeding 1,000 blasting caps 

Electric blasting caps, ( or 1,000 electric blasting caps. 
Ammunition for cannon with explosive projectiles, 

Explosive projectiles, 

Explosive torpedoes, or 
Detonating fuzes, 

only certified and placarded box cars may be used. 

CERTIFIED CAR PLACARDED “EXPLOSIVES.” 

1662. Certified cars must be inspected inside and outside and 
must conform to the following specifications: 

(а) Box car not less than 60,000 pounds capacity with friction 
draft gear. Steel underframe cars should be used when available. 
On narrow-gauge and other railroads, all of whose freight cars are 
of less than 60,000 pounds capacity, explosives may be transported 
in car of less than that capacity, provided the available cars of 
greatest capacity and strength are used for this purpose. 

(б) Must be equipped with air brakes and hand brakes in 
condition for service. 


431 


Regulations—Transportation of Explosives by Freight. 

(c) Must have no loose boards or cracks in the roof, sides, or 
ends, through which sparks may enter. 

(d) The doors must shut so closely that no sparks can get in 
at the joints, and, when necessary, they must be stripped. The 
stripping for doors should be on the inside and be fastened to the 
door frame where it will form a shoulder against which the closed 
door is pressed by means of wedges or cleats in door shoes or keepers. 
The openings under the doors should be similarly closed. The 
hasp fastenings must be examined with doors closed and fastened 
and must be cleated when necessary to prevent door shifting. 

(e) The journal boxes and trucks must be carefully examined 
and put in such condition as to reduce to a minimum the danger 
of hot boxes or other failure necessitating the setting out of the 
car before reaching destination. The lids or covers of journal 
boxes must be in place. 

(/) The car must be carefully swept out before it is loaded. 
For less-than-carload shipments the space in which the packages 
are to be loaded must be carefully swept. 

Holes in the floor or lining must be repaired and special care 
taken to have no projecting nails or bolts or exposed pieces of 
metal which may work loose or produce holes in packages of ex¬ 
plosives during transit. 

( g ) When packages of explosives are to be loaded over exposed 
draft bolts or kingbolts, these bolts must have short pieces of solid, 
sound wood with beveled ends (2-inch plank) spiked to the floor 
over them (or empty packages of the same character may be used 
for this purpose) to prevent possibility of their wearing into the 
packages of explosives. 

( h ) The roof of the car must be carefully inspected from the 
outside for decayed spots or broken boards, especially under or 
near the running board, and such spots must be covered or repaired 
to prevent their holding fire from sparks. A car with a roof gen¬ 
erally decayed, even if tight, must not be used. 

(i) The carrier must have the car examined by a competent 
employee to see that it is properly prepared, and must have a 
“Car certificate” signed in triplicate upon the prescribed form 
(see par. 1665) before permitting the car to be loaded. 

(j) Cars not in proper condition, as above specified, must not 
be furnished to the shipper or used for the transportation of 
explosives. 

LESS DANGEROUS EXPLOSIVES IN CAR PLACARDED 
“inflammable.” 

1663. (a) Carloads or less-than-carload lots of— 

Ammunition for cannon with empty projectiles, 

Ammunition for cannon with sand-loaded projectiles, 


432 


Regulations—Transportation of Explosives by Freight. 

Ammunition for cannon with solid projectiles, 

Ammunition for cannon without projectiles, 

Smokeless powder for small arms, 

Smokeless powder for cannon, or 
Fireworks, 

may be loaded in any box car which is in good condition into which 
sparks can not enter and whose roof is not in danger of taking 
fire through unprotected decayed wood. These cars do not re¬ 
quire the car certificate but must have attached to both side doors 
and both ends the “INFLAMMABLE” placard prescribed by 
paragraph 1667, and the doors if not tight must be stripped to 
prevent the entrance of sparks. 

RELATIVELY SAFE EXPLOSIVES IN CAR 
WITHOUT PLACARDS. 

(6) Carloads or less-than-carload lots of— 

Small-arms ammunition, 

Small-arms primers, 

Cannon primers, 

Empty cartridge shells, primed, 

Empty cartridge bags—black powder igniters, 

Combination primers, 

Percussion caps, 

Percussion fuzes, 

Time fuzes, 

Tracer fuzes, 

Combination fuzes, 

Safety fuse, 

Cordeau detonant, 

Safety squibs, 

Empty projectiles, 

Sand-loaded projectiles, 

Solid projectiles, 

Empty torpedoes, 

and not exceeding 1,000 blasting caps, or 1,000 electric 
blasting caps, 

may be loaded in any box car which is in good condition, without 
car certificate or placards. 

(c) When specially authorized by the carrier, explosives in 
quantity not exceeding 150 pounds may be carried in construction 
or repair cars when the packages of explosives are placed in a 
“magazine” box made of sound lumber not less than 1 inch thick, 
covered on the exterior with metal, and provided with strong 
handles. This box must be plainly stenciled on the top, sides, 
and ends, in letters not less than 2 inches high “EXPLOSIVES— 
DANGEROUS—HANDLE CAREFULLY.” The box must 
be provided with strong hinges and with a lock for keeping it 


433 


Regulations—Transportation of Explosives by Freight. 

securely closed. Vacant space in the box must be filled with a 
cushioning material such as sawdust or excelsior, and the box must 
be properly stayed in the car to prevent movement. The car, when 
not occupied by a responsible employee, must be placarded “EX¬ 
PLOSIVES.” 

PLACARDING OF CARS AND CERTIFICATION OF CONTENTS. 

1664. Uniform practice is important and the prescribed forms 
of car certificates and placards must be used. 

1665. (a) Car certificate. —The following certificate (pre¬ 
scribed by par. 1662 ( i ) ), printed on strong tagboard measuring 
7 by 7 inches, must be duly executed in triplicate by the carrier, 
and by the shipper if he loads the shipment. The original must 
be filed by the carrier at the forwarding station on a separate 
file, and the other two must be attached to the outside of the car 
doors, one on each side, the lower edge of the certificate not less 
than 4^ feet above the floor level. 

( b ) At stations where explosives are loaded into a properly 
certified and placarded car received with other shipments of ex¬ 
plosives, or carload shipments are reconsigned, a record must be 
kept of the car, originating point, carrier’s name and date of car 
certificate. 


CERTIFICATE 


434 


Regulations—Transportation of Explosives by Freight. 


as 

< 

o 


XX 


Z 

o 

►H 

H 

< 

H 

72 


«xx © 


05 


c o 


2 -^X 


■ 0 ) 

:3 


0) aTj -m 
£ X V oS 

_ Cg fliTl r; 

b O 

g CO G 

R * «a 
oo 
eg 


0> 

CO rC rt) 

4-> -P W 

: o 

a 


£<5-* 


o 

£ 


x 

73 -M 

eg S 

o Cg 

0) 

"0 73 


* . 


© 


M rt — 
o o 
©_ 

25^ 
■S 0) rt 

M ” $ .5 O 73 

M 73 'P «1_J :r 

| 0.6*^ S 
o^£^ a 
ft >>x 

0 f > r/i flJ 

3 


« £ 


®x >. © 


o ? c 

L «# 
»8 ® 
« y 


X 

© 

s 


to 

x © 

© £ ® C 
eg eg jc a) 
-p 0> 


u 

H “I'H' 5 
£ O 2 ° b 
5 ^ <»i$ d 

* co* -m © 73 <3 

©»h3 “ 03 
i?o 2 «x * 

X-CX u +» © 

to 2 2_c -M 

Ill'S-si: 


X X 8 _ c 

73 2 *3 S O 8 -m 

w 

•£ o ©<h x © S 

o s ^oo u 

> ©+5.5 VrO 3 

JsSjgtS'S® « 

Hjas®§H 2 

-M to •• P be 95 ^ 

xx 2 »££ J 
" »« «to^i« 


«h X 8 . 


_ m 

- MXX 
+3 3 -M 3 o _ 
6. 8 m 1^ 0_.X 

S«w -3 oq:: lj> § 

O to to © C_e 
>> o CX’S* 
XI MX O -M £x 

© 3 M 5 c 

m © es— -y 5 S 

© X rrt 8 ^ to 

X+3 to yX © to 
_ X 2 -^ „. © 

H 4J ^ m A 1) v 

ta 8 > ° > « 

x ao-o 8 u 

-m to u cijxx 


8 

e 

y 

3> 

8 

*«* 

•40 

g> 

a 

co 

1 

*«■* 

g> 

g> 

o 

a 


?*> 

s 

•c* 

a 


05 


z 

o 

>—I 

H 

< 

H 

73 


(M 

O 


CTSti 

o © w © © o © 
x +■; rC 6 C 73 _, o 
tJ © 03 2 g ft 

^^73-« S ®‘C 

C 


C 

o 

© 

73 

O 

O 

be 


a p d e ‘ l~. (h 

£ 73* © - 

3 © t- £ 

-M3© 


u 

o c 

to © 


u o-z, © e x 

_ * M rr t. 


■ o ;; ® h © 

M 2 ti 3 h > 

“-s^©! 

s s 2 *s 

£ ° ^ „ w u O 
'S . to •£ © o 
© S^-£-©'h ■£ 

X r2 3 X ^ „ 'S 

-p O O ^ 4-> 72 

r ? c 3 c CQ 
p -p 2 r, jn 
O #.*H Sh mC .^h 0 
J 2 w O C$4J4^ § 

^'g»3 W 73^T3 

b O-3-S rt b« ® 
flJ n <D mC 

© c3'M73Cy 

ai © „ O © j, 

> § -m to © eS 

2 8-3 

B5 obew T3 'g-* 

© c c M c ° c 

"5 © x ® 54 «o .2 

> i! 73 to <5 

73 « 2 8 ©S “ 

©3=5^73^ £ 

.£ w-m S 73 e 

g 0) c3 J! r2 C 

5^55 c 
X to _ © ^ 

©_ ••■3 © to © 

„1«§X<5 0 c 
?CMr., ’-'Me 
c4sC«w ? . © O 

< m C -M> 


. o 

JO 


3 . > nj C -W 

c'^ c3 beS>£'2 

§ g m.£ u ” 

© ^ « y ca^O % 


’ "G 03 C O W 

>5 -p , O ,H <H -p 4J 

C 

T3 C W-P,—i-P'5? 
03 M C 0 ^ 


V 

> 

cG 


d 2 n 

fe 2 2 


, cox —a; © ® 
:_x c« to _ Xx 

"IS = S2£f 
8 »° §3S« 

tOM©i C 

c a— '“•a 

^ x - ©x-a* 
® M ox « ft 68 
g'S o 
>> 3 © © x c 

^^Ijgg-g 

S3 •* 5-. 

WO Q,^ 
O 0) -P jS 
, C > CO Cl 

<d* 5S bo g ft 

0^73POC.>W 

Cl rn . 


u 

© 

y 

>. 

'©-° 
u 


eg 


c 

eg 

o 

H 


D 

C w 

a) -s 

o o 

a 

CO 

2 73 • 

y © ^ 8 S'— 
cax^ 8 © aW 8 


x 

3 


3 

X 


s» 

© 

a 

a 

•M 


Oi 

8 

a 

3 


X 

8 

3 

a 

8 

X 

3 

© 

C33 

8 

•<«> 

t>5 

© 

© 

a 

«c 

8 

•m 

© 

© 

a 

© 


8 

a; 


— © >> © 
8 >X.C 

a "c 3 X "y 
r ° X © © 

a< exx 

© ta _ 
to o 2 
©--x 

o-^ o 

a O c> 

O c-i ^ 

S P CO 


u 

0) 


u 

Jh ^ 

eg 

O 0) 

© 5 

X 

-MX 

*H S 
o rt 


M 

© 

ft 

ft 


"X 
y M 

- -P ^ 
D CM 

X o © M 
3 ©t> M 


© 


m 8 S 

© © a 
63 £ © 
fix -F- *a 
© M.t; 

M ©X«H 

©^ o 
b § 
bo ©._ 

•^213 

co © b 


© 

X 


© 

> 


” 3 

o S 


G 0 ) 

O co 

be© 


© §•§ § 
° rt boJ 

_ c -P 

m s-|>, 

©X_cax 


5£ x 


to 


3 

O 


O b 

-a _ 

• tj x c 

S-2 u'B 

•S^cc 

mX bo 

J ° 8» 

co ^ X 
3 M O 73 
C © -M -M:s 

5 ft« § 'O 
to » 8 m 2 

«x >, E 8 

w, Moa ^ 

©"t *2 
£ £ a 
i- . « z 
2x1^ © 

«•“ COM f. 

3 8.5 

DQ 8 i(3 e 
I O © t C 

n ^ 

p 

eg 

o 


i 


«3 


+J © 

ox 


sa -2 

§§ 

% £ 
a 


2 

a 


M 

y 8 


ft 2 
br to 

a a 

X«mX O 

to o to -M 













f 


435 


Regulations—Transportation of Explosives by Freight. 

“explosive” placard. 

1666. Placard. — A certified car for the dangerous explosives 
specified in paragraph 1661, must be protected by attaching to 
each outside end, and side door, the lower edge not less than 43^ 
feet above the car floor, a standard placard 12 by 14 inches, on which 
appears in conspicuous red and black printing on strong tag board 
the following notice: 


- 14 Incttet 


S-Company 


EXPiOS 








(TO BE PRINTED IN BED) 


HANDLE CAREFULLY 

KEEP FIRE IWAT 


TO BE PRINTED IN RED> 


STATION 


1© 


CONDENSED RULES FOR HANDLING THIS CAR 


*1. Thu car must not be placed in a passenger 
train, nor in a mixed train if avoidable. 

'2. Cars containing explosives must be near 
center of train and may be together if desired; must 
be at least 15 cars from engine and 10 cars from 
caboose when length of train will permit. 

3. This car must not be placed next to cars 
bearing the inflammable or the acid placard or 
cars containing lighted heaters. Whenever it is 
possible to avoid so doing it must not be placed next 
to tank cars or flat cars or next to carloads of lumber, 
poles, iron, pipe, or other articles liable to break 
through ;nd of car from rough handling. 


4. The air and hand breaks on this car must be 
in service. 

5. In shifting have a car between this car and 
engine whenever possible, and do not cut this car off 
while in motion. 

6. Avoid all shocks to this car and couple care* 
fully. 

7. Avoid placing it near a possible source of fire. 

8. Engines on parallel track must not be allowed 
to stand opposite or near this car when it can be 
avoided. 

9. This placard must be removed from car when 
the explosives are unloaded. 


Note.—Carriers will be permitted to use their present supply of placards, but 
all new supplies must conform to the amended form. 

“inflammable” PLACARD. 

1667. A placard of diamond shape printed on strong tag board 
measuring 10 % inches on each side and bearing in red and black 
letters the inscription prescribed by paragraph 1913 must be 
placed on each outside end and side door of a car containing any 
quantity of smokeless powder for cannon, or smokeless powder 
for small arms, or ammunition for cannon with empty projectiles, 
or ammunition for cannon with sand-loaded projectiles, or am¬ 
munition for cannon with solid projectiles, or ammunition for 
cannon without projectiles, or fireworks. 


HANDLING CARS CONTAINING EXPLOSIVES. 

1680. The phrase “cars containing explosives” as used in this 
and subsequent paragraphs, excepting paragraph 1697, refers to 
the dangerous explosives specified in paragraph 1661, which require 
a certified car placarded “EXPLOSIVES.” 

1681. Under no circumstances must a car known to require 
the “EXPLOSIVE” placard be taken from a station, including 

















436 


Regulations—Transportation of Explosives by Freight. 

transfer stations or interchange points, a siding, or yard, unless 
it is property placarded as per paragraphs 1665 and 1666, nor 
unless the car is in proper condition. The carrier must see that 
its representative in charge of a freight train makes a thorough 
check of the cars bearing “INFLAMMABLE,” “ACID,” and 
“EXPLOSIVE” placards with the billing to see that all placards 
required are attached and that those not required are removed. 

1682. Every possible effort must be made to expedite the 
movement of cars containing explosives, and no unnecessary delay 
must occur at initial, interchange, or transfer stations. 

1683. When a car containing explosives is in a train, the carrier 
must make proper provision for notifying its train and engine 
employees of the presence and location of such car in the train 
before leaving the initial station. 

1684. Such cars must be frequently inspected to see that the 
placards and car certificates are intact. Whenever any of these 
become detached or lost in transit, they must be replaced on arrival 
at the next division terminal yard, if in through freight train, or 
at first station stop if in local freight train. 

1685. On lines where regular trains are operated for freight 
service only, cars containing explosives must not be hauled in a 
train that carries passengers. Where only a mixed train service 
is operated or where passengers are carried in the caboose car of 
a freight train, a car containing a freight shipment of explosives 
may be hauled, but it must not be placed next to a car carrying 
passengers, and whenever it is practicable to do so, such a car or 
cars must be placed between freight cars not bearing “ACID” or 
“INFLAMMABLE” placards. Cars containing explosives must 
have air and hand brakes in service. 

1686. (a) In through freight trains they must be placed near 
the middle of the train, and two or more such cars may be placed 
together if desired. They must be at least 15 cars from the engine 
and 10 cars from the caboose when length of the train will permit. 
They must not be placed next to cars bearing the “INFLAM¬ 
MABLE” or the “ACID” placard, or cars containing lighted 
heaters. Whenever it is possible to avoid so doing they must 
not be placed next to tank cars or wooden-frame flat cars or next 
to carloads of lumber, poles, iron, pipe, or other articles liable 
to break through end of car from rough handling. 

(5) These requirements apply also to local freight trains except 
that to avoid the danger of otherwise unnecessary switching at way 
stations, cars containing explosives may be placed not closer than 
the second car from caboose or the second car from engine. They 
must be placed between cars that do not bear the “INFLAM¬ 
MABLE” or “ACID” placards, if such cars are in the train. 


437 


Regulations—Transportation of Explosives by Freight. 

1687. (a) If shipments of explosives are accepted at non¬ 
agency stations, provision must be made for the proper certification 
and placarding of cars, examination of shipments, and loading and 
staying of packages in cars. 

(6) Shipments of explosives must not be unloaded at non¬ 
agency stations unless the consignee is there to receive them, or 
unless proper storage facilities are provided at that point for their 
protection. 

1688. When handling cars containing explosives in yards or 
on sidings, they must, if it is practically possible, be coupled to the 
engine protected by a car between, and they must never be cut 
off while in motion. 

Cars containing explosives must not be handled in switching 
or in trains, with doors open. 

1689. They must be coupled carefully and all unnecessary 
shocks must be avoided. Other cars must not be cut off and al¬ 
lowed to strike a car containing explosives. They must be so 
placed in yards or on sidings that they will be subject to as little 
handling as possible, and be removed from all danger of fire. They 
must not be placed on tracks under bridges, and, when avoidable, 
engines on parallel tracks must not be allowed to stand opposite 
or near them. 

1690. At points where trains stop and time permits, cars con¬ 
taining explosives and adjacent cars must be examined to see 
that they are in good condition and free from hot boxes or other 
defects liable to cause damage. If cars containing explosives 
are set out short of destination for any cause the carrier must ar¬ 
range that proper notice be given to prevent accident. 

1691. Whenever a car containing explosives is opened for any 
purpose and in every instance after such a car has received rough 
treatment, inspection must be made of the packages of explosives 
as soon as practicable without unnecessary disturbance of lading 
to see that they are properly loaded and stayed and in good con¬ 
dition. Upon the discovery of leaking or broken packages, they 
must be carefully removed to a safe place. Loose powder or other 
explosives must be swept up and carefully removed. If the floor 
is wet with nitroglycerin, the car is unsafe to use and a represent¬ 
ative of the Bureau of Explosives should be immediately called to 
superintend the thorough mopping and washing of the floor with 
a warm, saturated solution of concentrated lye or sodium carbonate. 
If necessary, the car must be placed on an isolated siding and 
proper notice given. 

1692. Removal of placards. —The certificates and placards 
prescribed in paragraphs 1665, 1666, and 1667 must be removed 
from the car as soon as the explosives are unloaded. 


438 


Regulations—Transportation of Explosives by Freight. 

IN CASE OF A WRECK. 

1697. In case of a wreck involving a car containing explosives, 
the first and most important precaution is to prevent fire. Before 
beginning to clear a wreck in which a car containing explosives 
is involved all unbroken packages should be removed to a place 
of safety and as much of the broken packages as possible gathered 
up and likewise removed, and the rest saturated with water. Many 
explosives are readily fired by a blow or by the spark produced 
when two pieces of metal or a piece of metal and a stone come 
violently together. In clearing a wreck, therefore, care must be 
taken not to strike fire with tools, and in using the crane or loco¬ 
motive to tear the wreckage in pieces the possibility of producing 
sparks must be considered. With most explosives thorough 
wetting with water practically removes all danger of explosion by 
spark or blow; but with the dynamites wetting does not make 
them safe from blows. With all explosives mixing with wet earth 
renders them safer from either fire, spark, or blow. In case ful¬ 
minate has been scattered by a wreck, after the wreck has been 
cleared the wet surface of the ground should be removed, and, 
after saturating the area with oil, be replaced by fresh earth. If 
this is not done, when the ground and fulminate become dry small 
explosions may occur when the mixed material is trodden on or 
struck. 


439 


REGULATIONS 

FOR THE 

Transportation of Dangerous Articles other than 

Explosives by Freight. 

Prescribed under act of March 4, 1909, and section 15 of the act to regulate com¬ 
merce, as amended June 18, 1910. Revision formulated and published July 2, 1914, 
effective October 1, 1914, and superseding regulations published January 1, 1912. 


GENERAL NOTICE. 

1701 Special precautions are necessary in preparing for ship¬ 
ment packages of dangerous articles other than explosives, and 
in handling these packages during transit. Any failure of a shipper, 
or of a carrier, to perform the duties imposed upon him in this 
respect may be the actual or a contributory cause not only of 
destructive fires but of disastrous explosions, since large quantities 
of explosives are transported frequently through thickly populated 
districts and in trains containing cars loaded with other dangerous 
articles. 

1702. Sections 235 and 236 of the act of March 4, 1909, require 
the shipper of dangerous articles to describe and mark his pack¬ 
ages properly and to inform the agent of the carrier of the true 
character of their contents. Heavy penalties are provided for 
the shipper who knowingly solicits the transportation of dangerous 
articles without complying with these requirements, as well as 
for the carrier that knowingly transports them. 

1703. To promote the uniform enforcement of law and to 
minimize the dangers to life and property incident to the trans¬ 
portation by land in interstate commerce of dangerous articles 
other than explosives, the following regulations are prescribed 
to define these articles for freight transportation purposes, to 
state the precautions that must be observed by the shipper in 
preparing them for shipment, and by the carrier in handling them 
while in transit. It is the duty of each such carrier and shipper 
to make the prescribed regulations effective and to thoroughly 
instruct their employees in relation thereto. 

1704. These regulations apply to all shipments of dangerous 
articles other than explosives, including carriers’ material and 
supplies. 

1705. Specifications as to containers, methods of packing for 
shipment, etc., will be considered and prescribed from time to 



440 


Regulations—Transportation of Dangerous Articles other than Explosives 

by Freight. 

time. Orders prescribing such specifications will be given ef¬ 
fective dates as conditions and investigations may appear to 
warrant. 

1706. The Bureau for the Safe Transportation of Explosives 
and other Dangerous Articles, hereinafter called Bureau of Ex¬ 
plosives, organized by the railways under the auspices of the 
American Railway Association, is an efficient bureau in charge of 
an expert chief inspector. This bureau will make inspections 
and conduct investigations and will confer with manufacturers 
and shippers with a view to determining w T hat specifications and 
regulations will within reasonable limits afford the highest degree 
of safety in packing and preparing these dangerous articles for 
shipment and in transporting the same. The Commission will 
seek to avail itself of the expert knowledge thus developed and, 
in formulating amendments to these regulations or specifications 
supplemental thereto, while not bound thereby, will give due 
weight to such expert opinions. 

GENERAL RULES. 

1711. Carriers that are subject to the act to regulate com¬ 
merce must not receive shipments of articles defined as dangerous 
by these regulations when the shipments are not packed, marked, 
labeled, described, and certified as prescribed herein. The method 
of manufacture and packing of articles defined as dangerous by 
these regulations, so far as it affects safe transportation, must 
be open to inspection by a duly authorized representative of the 
initial carrier or of the Bureau of Explosives. 

1712. All shipments of articles subject to these regulations 
offered for transportation in interstate commerce must be properly 
described by the shipper in his shipping order and bill of lading 
under the specific or general name provided for the description 
of such freight by the carrier’s classification and tariff governing. 

The same description of contents must be marked plainly on 
the outside of each package. 

In less-than-carload shipments each package must be marked 
also to show plainly the name and address of the consignee. This 
address, the name of contents, and the required label or “no label 
required” marking, should be as near together as practicable. 

1713. All shipments of articles defined as dangerous by these 
regulations, and for which detailed instructions for packing are 
not given herein, must be securely packed in containers strong 
enough to stand without rupture or leakage of contents all ordinary 
shocks incident to reasonably careful handling during transit. 
It is the duty of shippers, where leakage from their shipping con¬ 
tainers is known to be a probable source of fire or material damage 


441 


Regulations—Transportation of Dangerous Articles other than Explosives 

by Freight. 

to other freight, to exercise special care in constructing shipping 
containers for such articles, even though their names do not appear 
in the list of dangerous articles, paragraph 1807. 

1714. Carriers must forward shipments of dangerous articles 
other than explosives promptly and within 48 hours after accept¬ 
ance at originating point or receipt at transfer station or at inter¬ 
change point, and consignees must remove such shipments from 
the carrier’s property within 48 hours after notice of arrival at 
destination, Sundays and holidays not included. 

1715. (a) Serious violations of these regulations such as 
the discovery of leaking or broken packages of dangerous articles, 
and accidents or fires in connection with the transportation or 
storage on carrier’s property of dangerous articles must be re¬ 
ported by the carrier to the chief inspector of the Bureau of Ex¬ 
plosives, 30 Vesey Street, New York City. 

(6) Consignees should report promptly to the chief inspector, 
Bureau of Explosives, all instances of broken or defective con¬ 
tainers in shipments of dangerous articles received by them. 


Section 1. 

Information and Definitions. 

1800. For transportation purposes dangerous articles other 
than explosives are divided into the following groups: 

1. Forbidden articles. 

2. Acceptable articles. 

GROUP 1.—FORBIDDEN ARTICLES. 

1801. The following are forbidden articles: 

(а) Outside packages containing in the same compartment 
interior packages, the mixture of whose contents w r ould be liable 
to cause a dangerous evolution of heat, gas, or corrosive materials. 

(б) Cylinders containing gases capable of combining chemically. 

(c) Packages containing dangerous articles in a leaking con¬ 
dition or in such an insecure condition as to make leakage probable 
during transit. 

(d) Rags or cotton waste oily with more than 5 per cent of 
vegetable or animal oil, or wet rags. 

(e) Charcoal screenings from wet charcoal, or wet screenings, 
or screenings that have been wet. (See par. 1833 (c).) 

(/) Dangerous articles not properly packed, marked, labeled, 
described, and certified. 

(g) Iron sponge and spent oxide that has not been properly 
oxidized during manufacture. 


442 


Regulations—Transportation of Dangerous Articles other than Explosives 

by Freight. 

GROUP 2.— ACCEPTABLE ARTICLES. 

Definitions. 

INFLAMMABLE LIQUIDS-RED LABEL. 

1802. This group includes any liquid or liquid mixture that 
gives off inflammable vapors (as determined by flash point from 
Tagliabue’s open-cup tester, as used for test of burning oils) at 
or below a temperature of 80° F. 

INFLAMMABLE SOLIDS-YELLOW LABEL. 

1803. This group includes all substances other than those 
classified as explosives that are liable under conditions incident 
to transportation to cause fires by self-ignition through friction, 
through absorption of moisture, or through spontaneous chemical 
changes. 

OXIDIZING MATERIALS-YELLOW LABEL. 

1804. This group includes all substances, such as chlorates, 
permanganates, peroxides, and nitrates, that yield oxygen readily 
to stimulate the combustion of organic matter. 

CORROSIVE LIQUIDS-WHITE LABEL. 

1805. This group includes the strong mineral acids (in strength 
greater than one-half 1 concentrated, i. e. 47 per cent sulphuric, 
34 per cent nitric, 20 per cent hydrochloric) and other strongly 
corrosive liquids that are liable to cause fires wdien mixed with 
chemicals or with organic matter, or are liable, in case of leakage 
from their shipping containers, to damage other freight materially. 

COMPRESSED GASES-RED OR GREEN (GAS) LABEL. 

1806. This group includes all inflammable or noninflammable 
gases assembled for shipment under pressure exceeding 25 pounds 
per square inch, except when such gases are in cylinders or tubes 
not exceeding J/g inch outside diameter and of not more than 4 
fluid ounces water capacity. 

LIST OF PRINCIPAL DANGEROUS ARTICLES. 

1807. (a) The following list shows the names of well-known 
articles in general use, other than explosives, that are dangerous; 
the kind of label required on outside packages; the quantities 
that may be shipped in one outside package without a label when 
certified and marked “No label required,” and the label exemptions 
on account of specified packing. (See column 5 of list.) 

(6) When a shipment described under a name not in the fol¬ 
lowing list is defined as a dangerous one by paragraphs 1802 to 


1 For express transportation, greater than one-fourth concentrated. 




443 


Regulations—Transportation of Dangerous Articles other than Explosives 

by Freight. 

1806, inclusive, the shipper must inform the carrier of the fact 
by use of the proper label prescribed herein, and the shipping 
order must show the certificate prescribed by paragraph 1867. 
The maximum quantity of any such article shipped in one outside 
package without label, when certified and marked “No label re¬ 
quired/’ except as specified herein, must not exceed the limit 
prescribed by column 3 of the list for dangerous articles of similar 
flash point or characteristics. 

(c) Inflammable liquids as defined by paragraph 1802, in se¬ 
curely closed glass, earthenware, or metal containers of not ex¬ 
ceeding one pint capacity each, when flash point is 20° F., or lower, 
and of not exceeding one quart capacity when flash point is above 
20° F., packed and cushioned in fiberboard or corrugated straw- 
board containers, wooden boxes, kegs, or barrels, complying with 
shipping container specifications that apply, may be shipped with¬ 
out labels when certified and marked “No label required.” 

(d) A shipment described under a definite and proper name 
not in the following list and on a shipping order with no notation 
as to labels applied and no shipper’s certificate, will be assumed 
by the carrier in the absence of knowledge to the contrary, to be 
not dangerous under these regulations. 

( e ) When articles described under names in the following 
list marked with (*) are not dangerous under the regulations, 
the shipper must, unless otherwise provided in said list, state on 
his shipping order, as a part of the description of such article, 
“No label required,” and must also furnish the certificate pre¬ 
scribed by paragraph 1867 and mark the package “No label re¬ 
quired.” 

(/) When several dangerous articles are placed in one outside 
package without violating these regulations, labels must be applied, 
when the combined quantity of the articles of any one group ex¬ 
ceeds the lowest limit prescribed by column 3 for any of the articles 
of that group that are included. 

(g) When dangerous articles requiring the red label are shipped 
in the same outside package with dangerous articles requiring 
yellow or white labels, the outside package must be labeled with 
the red label only. 


444 


Regulations—Transportation of Dangerous Articles other than Explosives 

by Freight. 

LIST OF PRINCIPAL DANGEROUS ARTICLES. 


Names of Dangerous 
Articles. 


Group Names and Flash 
Points— 

I nf.L.-Inflammable liquid. 
Inf.S.-Inflammable solid. 
Oii. M.-Oxidizing mate¬ 
rial. 

Cor. L.-Corrosive liquid. 
Comp.G.-Compressed gas. 


♦Acetate, amyl. .. 

Acetate, ethyl..... 

Acetate, methyl. 

Acetone (ethyl methyl ketone).... 

♦Acid, hydrochloric (muriatic). 

Acid, hydrofluoric.. 

Acid, nitrating (mixed acid). 

♦Acid, nitric... 

♦Acid, sulphuric. 

Alcohol.. 

Alcohol, denatured.. 

Alcohol, wood. 

Ammonium perchlorate.. 

Barium, chlorate of .. 

Barium, nitrate of, in bags.... 


Barium, peroxide (binoxide, dioxide) 

Benzol (benzene). 

Benzine.. 

Bromine... ... 

Bronzing liquid. 

Burnt cotton. 

Calcium phosphide. 

Carbon bisulphide.. 

Celluloid scrap... 

Cement, leather. .. 

♦Cement, liquid, n. o. s. 

♦Cement, rooflDg (liquid). 

Cement, rubber.. 


Charcoal, wood, ground or pulverized 
♦Charcoal, wood, lump. 


Charcoal, wood, screenings. 

Chlorates n. o. s. 

Chloride of phosphorus . .. 

Chlorides, anhydrous, liquid. 

Chloride of sulphur. . .. 

♦Cleaning fluid (or liquid).;... 

♦Coal-tar light oil..'.... 

♦Coal-tar naphtha.'. 

CollAdion ..._.. 

Cologne spirits (alcohol). 

Columbian spirits (alcohol, wood) . 
♦Compounds, paint or varnish re¬ 
moving, liquid. 

♦Compounds, polishing, liquid..... . 
♦Compounds, type cleansing, liquid. 

♦Compounds, vulcanizing. 

♦Compounds, vulcanizing. 

♦Distillate. 

♦Dressing, leather. 

♦Driers, paint or japan.... 

♦Eradicators, paint or grease, liquid 

Ether. .... 

♦Extracts, liquid (flavoring). 


Gases, compressed: 

Acetylene (see Note 1) . 
Air, compressed......... 

Anhydrous ammonia.... 

Blaugas... 

Carbonic acid. 

Chlorine. 

Coal gas. 

Dental. 

Hydrogen ...... 

Liquefied petroleum gas. 

Oxygen... 

Pintsch. 

Sulphur dioxide........ 

Compressed gases n. o. s 

Gas drips (hydrocarbon).. .. 
Gasoline (See Note 1). 


Inf. L. . 
.. .do... 
.. .do. 

.. .do., 
Cor. L. 

.. .do. 

.. .do. 

...do. 

.. .do. 
Inf. L.. 
.. .do. 

.. .do. 
Oxi. M. 
.". - do. 

.. .do. 

.. .do. 
Inf. L. . 

. .do. 
Cor. L. 
Inf. L. . 
Inf. S. . 

... .do. 
Inf. L. . 
Inf. S.. 
Inf. L.. 
... . .do. 
... .do. 
....do. 


Inf. S.. 
....do. 


....do.... 

Oxi. M.. . 

Cor. L.'... 
.. .do.... 
... do.... 

Inf. L. 

...do.... 
... do.... 
...do.... 
...do.... 
...do.... 
.. .do.... . 

...do.... 
...do.... 
...do.... 

Cor. L.... 

Inf. L. 

.. .do_ 

... do.... 
... do..., 
...do.... 
...do.... 


Z F. 

70-80 

40 

40 

35 


57-65 

40-60 

45 


20 

to 


0-70 


to 


to 

0-80 

0-80 

to 


0-80 

D-80 

0-80 

to 

60 

45 

0-80 

0-80 

0-80 

0-80 


0-80 

0-80 

0-80 

0-80 

to 

20-80 


Maximum quan¬ 
tity IN ONE 
OUTSIDE PACKAGE 
WHICH MAY BE 
SHIPPED WITHOUT 
A LABEL WHEN 
MARKED AND 
CERTIFIED “NO 
LABEL REQUIRED.” 


Kind of label 
REQUIRED 
WHEN QUAN¬ 
TITY EXCEEDS 
THE LIMITS 
PRESCRIBED 
FOR “No LABEL 
REQUIRED.” 


I gallon. 

... .do. 

... .do. 

... .do. 

5 pints (6 pounds) 
... .do......... 

No exemption. . 

... .do. 

5 pints (9 pounds). 

1 gallon. 

... .do. 

... .do. 

25 pounds. 

... .do. 

100 pounds (in 
one shipment). 

25 pounds. 

1 gallon. 

... do. 

5 pints. 

1 gallon. 

No exemption. . 

... .do. 

5 pounds. v _ 

No exemption. . 

1 gallon. 

... .do. 

... .do. 

... .do. 


100 pounds (in 
one shipment). 
2,000 pounds (in 
one shipment). 


No exemption. . 
25 pounds (in 
on4 shipment) 
No exemption. . 

. .-.do... 

.. .do. 

gallon. 

.. .do. 

.. .do. 

.. .do. 

.. .do.. 

...do. 

...do. 


...do... 
. i .do ... 
.. .do ... 
. .'.do... 
.. .do... 
...do... 
.,.do... 
...do... 
pounds, 
gallon.. 


Comp. G.. 


No exemption.. 

Red (gas) . .. 

....do.... 


....do. 

Green (gas). 

....do.... 


-do. 

... .do. 

....do_ 



Red (gas)... 
Green (gas). 

....do.... 


...,da. 

.... do.... 


....do. 

... .do. 

....do.... 

. . . . ._ .... 

— do. 

Red (gas) . . 

....do.... 

.. 

... .ao. 

Green (gas). 

... .do.... 


....do. 

Red (gas) ... 

....do.... 

. 

_do. 


_do.... 



Green (gas) . 
Red (gas). .. 

..do,/... 


... .do. 

.... do-.... 


....do. 

Green (gas) . 

....do.... 

.. 

....do. 

Red or green 
(gas) 

Inf. L.... 

to 

1 gallon . 

Red. 

....do... 

to 

... .do.. 

....do. 


Red .... 
.. .do. 
.. .do. 
...do. 
White.. 
.. .do. 

.. .do. 

.. .do. 
...do. 
Red.... 
. .do. 

. .do. 
Yellow. 
.. .do. 
.. .do. 

.. .do. 
Red.... 

. .do. 
White.. 
Red ... 
Yellow. 
... .do. 
Red 
Yellow. 
Red.... 
... .do. 

....do. 
... .do. 


Yellow. 
... .do. 


... .do. 
....do. 

White . 
... .do. 
... .do. 
Red. .., 
....do. 
... .do. 
... .do. 
... .do. 
... .do. 
_do. 


... .do. 

... .do.. 

... .do 

White. 

Red. 

. .do. 

. .do. 

. .do. 

. .do. 

. .do. ..... 


References for packing require¬ 
ments, PARAGRAPH NUMBERS, RE¬ 
MARKS FOR INFORMATION, AND 
RULES FOR EXCEPTIONS OF SIMI¬ 
LAR ARTICLES. 


Pars. 1807(c), 1822, 1824 to 1827, 

Do. 

Do. 

Do. 

Pars. 1805, 1851, 1852. and 1856. 

Pars. 1851, 1852, and 1854. _ 

Mixed nitric and sulphuric acids, 
par. 1858. 

Pars. 1805, 1851, 1852, and 1857. 

Pars. 1805, 1851, 1852, and 1855. 

Pars. 1807(c), 1822, 1824 to 1827. 

Do. 

Do. 

Pars. 1822 and 1841. 

Do. 

Pars. 1822 and 1841. (See Nitrates) 

Pars. 1822 and 1841. 

Pars. 1807(c), 1822, 1824 to 1827. 

Do. 

Par. 1853. 

Pars. 1807(c), 1822, 1824 to 1827. 

Par. 1837. 

Par. 1835. 

Pars. 1807(c), 1822, 1824 to 1827. 

Par. 1839. 

Pars. 1807(c), 1822, 1824 to 1827. 

Do. 

Do. 

Do. 

Par. 1833. Charcoal “in bottles,” 
“in boxes,” “in barrels." or “in tab-' 
lets.” "case-hardening charcoal,” 
“animal charcoal,” or "bone char¬ 
coal” is exempt from label and cer¬ 
tificate requirements, when so de¬ 
scribed. Lump charcoal made by old 
kiln or pit method which provides 
long air exposure before shipment is 
exempt from label and placard re¬ 
quirements when certified and 
marked "No label required" or 
“No placard required.” 

Par. 1833. 

Pars. 1822 and 1841. 

Par. 1855. 

Do. 

Pars. 1822, 1851, 1852, and 1855. 

Pars. 1807(c), 1822, 1824 to 1827. 

Do. 

Do. 

Do. 

Do. 

Do. 

Do. 

Do. 

Do. 

Do. 

Pars. 1822, 1851, 1852, and 1855. 

Pars. 1807(c). 1822, 1824 to 1827. 

Do. 

Do. 

Do. 

Do. 

Pars. 1807(c), 1822, 1824 to 1827. 
Bark, tanner's, medicinal and 
wood extracts, are exempt from 
label and certificate requirements 
when properly so described. 

Pars. 1861 to 1863. 

Pars. 1861 and 1862. 

Do. 

Pars. 1861 to 1863. 

Pars. 1861 and 1862 

Do. 

Do. 

Do. 

Pars. 1861 to 1863. 

Pars. 1824 and 1861 to 1863. 

Pars. 1861 and 1862. 

Pars. 1861 to 1863. 

Pars. 1861 and 1862. 

Pars. 1861 to 1863. 

Pars. 1807(c), 1822, 1824 to 1827. 

Pars. 1807(c), 1822, 1824 to 1827. 
Gasoline made by compressing nat¬ 
ural gas or by blending liquefied 
petroleum gas with refinery gasoline 
or naphtha may be described and 
shippe as gasoline, provided the 
vapor pressure does not exceed 10 
pounds per square inch. 


♦ See Paragraph 1807 (<). t At or below. 
Note 1.—Automobiles and motor cycles equipped 
from label and certificate requirements. 


with securely closed acetylene gas cylinders or tanks containing gasoline are exempt 










































































































































































445 


Regulations—Transportation of Dangerous Articles other than Explosives 

by Freight. 


LIST OF PRINCIPAL DANGEROUS ARTICLES— Continued. 


Names of Dangerous 
Articles. 


High wines (alcohol). 

•Insecticide vermin exterminator), 
liquid. 

Lacquer.. 

Lead, Ditrate of, in bags. 

Liquefied petroleum gas. 

Matches “Strike Anywhere". 

Naphtha... 

•Naphtha Distillate. 

Nitrates, in bags. 


Nitroce.lulose, wet with solvent. , 


Nitrocellulose or nitrostarcb, wet 
with 20 per cent water. 

•Oil, gas. 

•Oil described as “Oil,” or “OU 
n. o. s.," or "Petroleum oil” or 
"Petroleum oil n. o. s." 

Paint, aluminum, bronzing, or gold . 
•Paint, liquid. 


Pentane... 

Perchlorate of ammonium. 

Perchlorate of potash. 

Permanganate of potash. 

•Petroleum, crude (crude oil). 

Petroleum naphtha. 

Phosphorus trichloride.. 

Phosphorus (white or yellow). 

Picric acid, wet with 10 per cent water 

•Polish, metal, liquid.. 

•Polish, stove, liquid. 

Potash, bromate.. 

Potash, chlorate of. 

Potash, nitrate of, in bags. 

•Potash described as "Potash,” or 
"Potash, n. o. s." 

Potassium, metallic. 

Potassium sulphide (fuzed and 
ground) 

Pyroxylin plastic scrap. 

Pyroxylin solution. 

•Rubber scrap, shoddy, regenerated 
or reclaimed rubber. 

Saltpeter, in bags. 

Shellac, varnish. . 

Soda, chlorate of .. .. 

Soda, nitrate of, in bags. 

Soda, nitrite of. 

Sodium, metallic. 

Sodium, peroxide. 

Sodium sulphide (fused and ground) 
Strontia, nitrate of, in bags. 

Sulphur, chloride of. 

Tin, bichloride, liquid (tetrachloride 
of) 

Toluol (toluene'.. . 

Trinitrotoluol, wet with 10 per cent 
water. 

•Varnish. 

Zinc fiue dust. 


Group Names and Flash 
Points— 

Inf.L.-Inflammable liquid. 
Inf. S.-Inflammable solid. 
Oxi. M.-Oxidizing mate- 
ral. 

Cor. L.-Corrosive liquid. 
Comp.G.-Compressed gas. 

Maximum quan- 
TITY IN ONE 
OUTSIDE PACKAGE 

WHICH MAY BE 
SHIPPED WITHOUT 
A LABEL WHEN 
MARKED AND 
CERTIFIED “NO 
LABEL REQUIRED.” 

Kind of label 

REQUIRED 
WHEN QUAN¬ 
TITY EXCEEDS 
THE LIMITS 
PRESCRIBED 
FOR “NO LABEL 
REQUIRED.” 

2 

3 

4 


° p. 



Inf. L .... 

60-80 

1 gallon. 

Red. 

... .do.... 

0-80 

... .do. .. 

... .do. 

... .do .... 

0-80 

-do. 

_do . 

Oxi. M . . . 


100 pounds (in 




one shipment). 


Inf. L. . .. 

to 

No exemption. . 

Red. 

Inf. S'. 




Inf. L_ 

to 

1 gallon. 

Red. 

... .do .... 

0-80 

. .. .do. 

-do. 

Oxi. M . . . 






one shipment). 


Inf. L_ 

40 

No exemption. . 

Red. 

1 Inf. S. 




' Inf. L_ 

0-80 

1 gallon. 

Red. 

....do.... 

0-80 

_do. 

. .do. 

....do .... 

0-70 

... .do. 

... .do. 

....do — 

0-80 

.. .do. 

... .do. 

.. s .do.... 

to 

H gallon. 

i 

... do. 

Oxi. M. . . 




....do .... 


... .do. 

-do. 

_do.... 


. .. .do. 

. . . do. 

Inf. L_ 

0-80 

1 gallon.: . 


_do.... 

to 

. . . do. 

. . . .do. 

Cor. L . .. . 


No exemption. . 


Inf. S. 




....do.... 


....do. 

_do.. 

Inf. L_' 

6-80 

1 gallon. 

Red . 

... .do .... 

0-80 

... .do. 

. .. .do. 

Oxi. M . . . 


25 pounds. 


... .do .... 


... .do. 

-do. 

_do.... 


. . . .do. 

... .do. 

... .do .... 


25 pounds (in 

. .. .do. 



one shipment). 


Inf. S. 




... .do.... 


... .do. 

... .do. 

....do.... 


. . .do. 


Inf. L. 

0-80 

1 gallon. 

Red. 

Inf. S. 




Oxi. M . . . 


100 pounds (in 

_do. 



one shipment). 


Inf. L. . . . 

40-70 


Red. 





... .do .... 


100 pounds (in 

_do. 



one shipment). 






Inf. S. 

. J . 

No exemption... 

... .do. 

Oxi. M . . . 


... .do. 

.. . .do. 

Inf. S. 


. . . do. 

-do. 

Oxi. M .... 


100 pounds (in 

....do. 



one shipment). 





White. 

.do_ 


... .do. 

... .do. 

Inf. l 

55 


Red. 

Inf. S. 


No exemption. .. 

Yellow. 

Inf L 

0-80 


Red. 

Inf S 

10 pounds. 

Yellow. 






• See Paragraph 1807 ( e .) t At or below. 


Reference for packing require¬ 
ments, PARAGRAPH NUMBERS, RE¬ 
MARKS FOR INFORMAT ON, AND 
RULES FOB EXCEPTIONS OF SIMI¬ 
LAR ARTICLES. 


5 


Pars. 1807(c), 1822, 1824 to 1827. 

Do 

Pars. 1807(c). 1822, 1824 to 1827. 
(See Paint.) 

Pars. 1822 and 1841. (See Nitrate j.) 

Pars. 1807(c), 1822, 1824 to 1827. 

Pars. 1822 and 1836. 

Pars. 1807(c), 1822, 1824 to 1827. 

Do. 

Pars. 1822 and 1841. Nitrates in 
boxes, kegs, or barrels are exempt 
from label and certificate require¬ 
ments when properly so described. 

Must contain not less than 30 per 
cent by weight of a solvent whose 
flash point is not lower than 40° F. 
and must be packed in glass bottles 
(par. 1824) or in securely closed 
metal vessels that will stand the 
drop tests prescribed for metal 
barrels. (Specification No. 5.) 

Par. 1834. Dry nitrocellulose and 
dry nitrostarch are high explosives. 

Pars. 1807(c), 1822, 1824 to 1827. 

Do. 


See Paint. 

Pars. 1807(c), 1822, 1824 to 1827. 
Inflammable paint, varnish, wood 
filler, or wood stain, liquid, in 
glass or earthenware vessels, or 
in metal cans, all packed in wooden 
barrels or boxes and marked to 
show compliance with specifica¬ 
tions (see par. 1822), are exempt 
from labels when marked and certi¬ 
fied “No label required.” Non in¬ 
flammable paint is not subject to 
these packing requirements, but 
must be marked and certified “No 
label required.” Dry paint is exempt 
from label and certificate require¬ 
ments when properly so described. 

Pars. 1807(c), 1822, 1824 to 1827. 

Pars. 1822 and 1841. 

Do. 

Do. 

Pars. 1807(c), 1822, 1824 to 1827. 

Do. 

Pars. 1822 and 1855. 

Par. 1832. 

Par. 1834. 

Pars. 1807(c). 1822, 1824 to 1827. 

Do. 

Pars. 1822 and 1841. 

Do. 

Pars. 1822 and 1841. (See Nitrates.) 

Pars. 1822 and 1841. 

Par. 1831 

Par. 1835. 

Par. 1839. 

Pars. 1807(c), 1822, 1824 to 1827 

Par. 1840. 

Pars. 1822 and 1841, 

See Paint. 

Pars. 1822 and 1841. 

Pars. 1822 and 1841. (See Nitrates.) 

Pars. 1822 and 1841 

Par. 1831. 

Pars. 1822 and 1841. 

Par. 1835. 

Pars. 1822 and 1841. (See Nitrates.) 

Pars. 1822, 1851, 1852, and 1855. 

Par. 1855. 

Pars. 1807(c), 1822, 1824 to 1827. 

Par. 1834. 

See Paint 

Par. 1830. 
































































































































































446 


Regulations—Transportation of Dangerous Articles other than Explosives 

by Freight. 

Section 2. 

Rules for Packing. 

1821. Dangerous articles for which the yellow and white labels, 
respectively, are prescribed must not be packed in the same package, 
unless the bottle containing the corrosive liquid is cushioned by 
incombustible absorbent material in tightly closed metal containers, 
as prescribed by paragraph 1851. Cylinders of compressed gases 
must not be packed with other articles. 

1822. (a) The construction of barrels, drums, boxes, cans, 
carboys, or other containers purchased subsequent to March 31, 
1912, and used in shipping dangerous articles other than explosives 
must conform to specifications approved by the Interstate Com¬ 
merce Commission that apply; and each container must be stamped, 
labeled, or marked “Complies with I. C. C. Spec’n No. —/’ or 
equivalent marking as stated in the specification. 

( b) In addition to standing the tests prescribed, the design 
and construction of packages must be such as to prevent the 
occurrence in individual packages of defects that permit leakage 
of their contents under the ordinary conditions incident to trans¬ 
portation. The results of experience, gained by an examination 
of damaged or broken packages on arrival at destination, must 
be reported to and recorded by the Bureau of Explosives, to the end 
that further use of any particular kind of package shown by ex¬ 
perience to be inefficient may be prohibited by the Commission. 

(c) Pending approval and promulgation by the Commission 
of specifications for types of shipping containers other than those 
for which specifications are published herein, containers may 
be used which after investigation made by the Bureau of Explosives, 
or by other competent testing laboratory in the presence of a 
representative of the Bureau of Explosives, are shown to possess 
the general efficiency and the protection against leakage of contents 
afforded by the standard types of corresponding capacity described 
in the specifications published herein, provided they are labeled 
or marked to show compliance wfith this requirement. 

( d ) Tank cars used for the shipment of dangerous articles 
other than explosives must comply with Master Car Builders’ rules, 
and a tank car that leaks or one that has any defect which would 
make leakage during transit probable or that has not been tested 
and stenciled in compliance with Master Car Builders’ rules, must 
not be used for the shipment of any inflammable liquid. 

(e) The tanks and their fittings must be examined by the 
shipper to see that they are in proper condition for loading. Tanks 
must be examined for evidence of previous leaks; safety and 
outlet valves, dome covers, and outlet valve caps must be in proper 
condition before loading; after loading, tanks must not show any 


447 


Regulations—Transportation of Dangerous Articles other than Explosives 

by Freight. 

dropping of liquid contents at the seams or rivets, and should 
such dropping appear cars must be properly repaired; outlet valves 
must not permit more than a dropping of the liquid with valve 
caps off, otherwise valve must be reground and repaired. Dome 
covers, and valve caps provided with suitable gaskets, must be 
properly screwed in place before cars are tendered to the carrier. 

(/) Loaded tank cars tendered for shipment must be inspected 
by the carrier to see that they are not leaking, that the air and 
hand brakes, journal boxes, trucks, and safety appliances are in 
proper condition for service, and that the car has been tested 
within limits prescribed by Master Car Builder's’ rules. 

(g) Tests of all tank cars and their safety valves, as made in 
compliance with Master Car Builders’ rules, must be certified 
by the party making the tests to the owner of the tank car and to 
the chief inspector, Bureau of Explosives; and this certification 
must show the initials and number of the tank car, the service 
for which it is suitable, the date of test, place of test, and by whom 
made. 


INFLAMMABLE LIQUIDS-RED LABEL. 

1824. (a) All inflammable liquids must be shipped in packages 

complying with specifications that apply, as follows: 

( b ) In tightly closed metal cans of not exceeding 10 gallons 
capacity, packed in wooden boxes complying with Specification 
No. 2 or cushioned in wooden barrels or kegs complying with 
Specification No. 11. 

(c) In well-stoppered glass or earthenware vessels of not ex¬ 
ceeding 1 gallon capacity, cushioned in wooden boxes complying 
with Specification No. 2 or cushioned in wooden barrels or kegs 
complying with Specification No. 11, or in a well-stoppered glass 
or earthenware vessel of not exceeding 5 gallons capacity, well 
cushioned in a wooden box and not more than one such vessel 
in the box. The completed package must comply with swing 
and drop tests prescribed for boxed carboys by Specification No. 1. 

(d) In well-stoppered glass, earthenware, or metal vessels 
of not exceeding 1 pint capacity when flash point is 20° F., or 
lower, and 1 quart capacity when flash point is above 20° F., cush¬ 
ioned in fiber board or corrugated strawboard containers com¬ 
plying with Specification No. 24. 

(e) In wooden kits of not exceeding 10 gallons capacity, packed 
in wooden boxes complying with Specification No. 2, or cushioned 
in wooden barrels or kegs complying with Specification No. 11. 

(/) In metal-jacketed cans of not exceeding 10 gallons capacity, 
complying with Specification No. 23. 


418 


Regulations—Transportation of Dangerous Articles other than Explosives 

by Freight. 

( g ) In well-stoppered carboys of not exceeding 13 gallons 
capacity, cushioned in wooden boxes complying with Specification 
No. 1. ” 

( h ) In wooden barrels or kegs complying with Specification 
No. 10 when the flash point of the liquid is not lower than 20° F., 
or in wooden barrels or kegs complying with Specification No. 9 
when the flash point is lower than 20° F., unless otherwise provided 
in the tariffs under which shipment moves. 

(i) In metal barrels or drums complying with Specification 
No. 5. 

(j) In tank cars complying with Master Car Builders’ speci¬ 
fications, provided the vapor tension of the inflammable liquid 
corresponding to a temperature of 100° F. (90° F. Nov. 1. to Mar. 1) 
does not exceed 10 pounds per square inch. After January 1, 1915, 
a tank car must not be used for shipping inflammable liquids 
with flash point lower than 20° F., unless it has been tested with 
cold-water pressure of 60 pounds per square inch and stenciled 
as required by Master Car Builders’ rules. 

(/c) Liquefied petroleum gas is a condensate from the “casing¬ 
head gas” of petroleum oil wells, whose vapor tension at 100° F. 
(90° F. Nov. 1 to Mar. 1) exceeds 10 pounds per square inch. 
Liquefied petroleum gas must be shipped in metal drums or barrels 
which comply with Specification No. 5, or in tank cars especially 
constructed and approved for this service by the Master Car 
Builders’ Association. When the vapor pressure at 100° F. exceeds 
25 pounds per square inch, cylinders as prescribed for compressed 
gases (see pars. 1861 to 1863, inclusive) must be used. 

( [l) Carbon bisulphide in interior packages of capacity greater 
than y 2 gallon must be shipped in metal cans of not less than 
28 gauge, boxed, complying with Specification No. 2; or in metal 
barrels or drums complying with Specification No. 5, such barrels 
or drums after January 1, 1916, not to exceed 55 gallons capacity. 
Carbon bisulphide may also be shipped in tank cars complying 
with paragraph 1824 (J). 

1825. (a) Packages containing inflammable liquids must 

not be entirely filled. Sufficient interior space must be left vacant 
to prevent leakage or distortion of containers, due to increase of 
temperature during transit. In all such packages, this vacant 
space must not be less than 2 per cent of the total capacity of the 
container. In tank cars the vacant space must not be less than 2 
per cent of the total capacity of the tank, i. e., the shell and dome 
capacity, combined. If the dome of tank cars does not provide 
this 2 per cent, sufficient vacant space must be left in the shell 
of the tank to make up the difference. 

(6) In packages containing alcohol, cologne spirits, high wines, 
or other distilled spirits, the vacant interior space or allowance 


449 


Regulations—Transportation of Dangerous Articles other than Explosives 

by Freight. 

for wantage or ullage must conform to the United States Internal 
Revenue Regulations. 

1826. Interior packages, containing 1 quart or more of an 
inflammable liquid must be packed with their filling holes up and 
the top of the outside package must be plainly marked “THIS 
SIDE UP.” 

1827. Wooden-jacketed cans and wooden kits must not be used 
for the shipment of inflammable liquids, except as inside containers 
as provided by Specification No. 2 or 11. 

INFLAMMABLE SOLIDS-YELLOW LABEL. 

1830. All inflammable solids except those for which specially 
constructed containers are prescribed must be shipped as follows: 

(а) In wooden barrels or kegs complying with Specification 
No. 11. 

(б) In wooden boxes complying with Specification No. 19. 

(c) In metal barrels or drums complying with Specification 
No. 20. 

( d ) In wooden or fibre drums complying with Specification 
No. 21 or 22. 

(e) Charcoal may also be shipped in bags, barrels, boxes, or in 
bulk, as prescribed by paragraph 1833. 

1831. Metallic sodium or potassium, in quantity not greater than 
1 pound, must be placed in neutral oil, and this in a well-stoppered 
bottle protected by a tin -container and boxed (see Specification 
No. 18); or these substances may be packed in hermetically sealed 
tin cylinders, boxed (see Specification No. 18); or in tight iron 
drums (see Specification No. 20, part A). 

1832. White or yellow phosphorus must be placed in water 
in sealed metal vessels inclosed in wooden boxes. (See Spec¬ 
ification No. 18.) 

1833. (a) All charcoal made in ovens or retorts must be 
cooled thoroughly in air-tight containers and it must be exposed 
thereafter to the atmosphere under conditions favorable to good 
circulation of air through the charcoal in order to remove the danger 
of spontaneous ignition. Charcoal made in the round retorts 
and transferred to air-tight metal cans must be cooled 24 hours 
or more; but charcoal burned in slatted cars should be kept for 
two periods of 24 hours each in first and secondary air-tight cooling 
chambers, respectively. After proper cooling the exposure of the 
charcoal to good fresh-air circulation must continue for not less 
than 44 consecutive hours. The charcoal during this air exposure 
must be protected from the weather. Where the charcoal is aired 
by spreading on a floor it must not be piled more than 1 foot 
in depth. A total of not less than 72 hours must elapse from 


450 


Regulations—Transportation of Dangerous Articles other than Explosives 

by Freight. 

the time the air exposure of the charcoal commences before a car 
loaded with it is closed for shipment or before lump charcoal is 
placed in tight bags. 

When fire occurs in charcoal during the air exposure it should 
be extinguished with as little water as possible or placed in a cooler 
until the fire is extinguished. Any charcoal wet in this way must 
be dried by again heating in the retorts or ovens, and cooled and 
aired in the usual manner, or set aside and allowed to dry for not 
less than 30 days before shipment. 

(6) Lump charcoal must be dry and free from screenings and 
brands and must be loaded into a tight box car. When a chute 
is used in loading a car, the chute must contain a properly con¬ 
structed screen, not less efficient than three-fourths-inch mesh, 
which must be kept clean. No water must be used in loading 
the car; forks with prongs not less than 1 inch apart must be 
used instead of shovels to handle the coal, and the screenings 
which accumulate in the doorway of the car must be removed 
before loading in the doorway. Car should be swept before loading, 
the doors closed tight before the car is forwarded, and a car which 
has contained lime must not be used without thorough cleaning. 

When preferred by the shipper, the carrier may permit lump 
charcoal made from soft wood to be shipped in open or stock cars. 

(c) Charcoal screenings consist of small pieces varying from 
about one-half inch in their maximum dimension to grains of char¬ 
coal dust. Experience shows these screenings to be more liable 
than other forms of charcoal to produce fires. Charcoal screenings 
from wet charcoal, or wet screenings, or screenings which have been 
wet, must not be offered for shipment unless these screenings are 
dried for not less than 12 hours in a retort or oven and then sub¬ 
jected to a period of not less than 10 days airing and cooling before 
shipment. During this period of cooling and airing the screenings 
must be under cover and either in the slatted cars or in loosely 
piled bags. 

( d ) Charcoal screenings intended for shipment, or from which 
granulated or ground charcoal is to be prepared for shipment, must 
be stored in loosely piled bags freely exposed to the air for a period 
of not less than five days after separation from the lump charcoal 
and before shipment or before grinding. Lump charcoal intended 
for the production of granulated or ground charcoal, which will 
be subsequently shipped, must be stored subject to ventilation and 
protected from the weather for not less than 12 days after removal 
from the coolers before grinding. 

(e) Charcoal screenings and brands or ground charcoal must 
be packed in tight wooden boxes or barrels containing not more 
than 4 bushels each; or in strong and securely closed paper bags, 
or in strong bags with tight paper linings; or in strong jute bags. 


451 


Regulations—Transportation of Dangerous Articles other than Explosives 

by Freight. 

Paper bags or paper-lined bags must not contain more than 2)^ 
bushels each; unlined jute bags must not contain more than 4 
bushels each, and all boxes, barrels, or bags after filling should 
whenever practicable be allowed to remain open and freely ex¬ 
posed to the air and protected from the weather for not less than 
24 hours before being closed. 

(/) Charcoal screenings or ground or pulverized charcoal in 
bags must be so loaded that the bags are laid horizontally in the 
car, parallel to the length of the car, and so piled that there will be 
two longitudinal spaces the full length of the car completely dividing 
the lading into three approximately equal portions. These spaces 
must not be less than 4 inches wide. Transverse wooden strips 
must be laid between the bags and extending the full width of the 
car; these strips should be approximately 2 feet apart vertically 
and longitudinally. These strips serve to maintain the bags in 
their relative positions. The bags must not be piled to within 6 
inches of the top of the car, and no more than 26,000 pounds of 
screenings, ground or pulverized charcoal, shall be loaded in a 
car. A tight car must be used, and any loose material must be 
swept up and removed from the doorway of the car before com¬ 
pleting the loading. Other methods of loading may be used when 
investigations by the Bureau of Explosives show such methods to 
be equally efficient in securing the necessary ventilation. 

Note.—E xperience having shown that charcoal screenings from “Pinon” wood 
can be shipped in bulk without danger of spontaneous heating, this method of ship¬ 
ment may be used for those screenings when rules of individual carriers permit. 

(g) Charcoal burned in pits or kilns must be thoroughly cooled 
in the sealed kilns. After the kilns are opened, the charcoal must 
be allowed to stand in the open kilns or elsewhere exposed to the 
air for not less than 24 hours before loading in a freight car. Char¬ 
coal burned in kilns may be loaded in open cars or in box cars, 
but after loading in box cars, the cars must be allowed to stand 
not less than 24 hours with doors open before shipment. 

(h) Reburned charcoal must be cooled and exposed to good 
fresh air circulation for not less than 5 days after removal from 
the reburning furnaces, and before being shipped or ground to. 
produce ground or pulverized charcoal. 

1834. Nitrocellulose or nitrostarch uniformly wet with not. 
less than 20 pounds of water to 80 pounds of dry material and picric 
acid or trinitrotoluol wet with not less than 10 pounds of water 
to 90 pounds of dry material must be placed in waterproof con¬ 
tainers, securely packed in a strong and tight box, keg, or barrel 
(see Specifications Nos. 10 and 17), and marked “WET NITRO¬ 
CELLULOSE—20 PER CENT WATER,” or “WET NITRO¬ 
STARCH—20 PER CENT WATER,” or “WET TRINITRO¬ 
TOLUOL—10 PER CENT WATER,” or “WET PICRIC ACID 
—10 PER CENT WATER.” 


452 


Regulations—Transportation of Dangerous Articles other than Explosives 

by Freight. 

The gross weight of any package must not exceed 400 pounds. 

1835. (a) Calcium phosphide must be placed in hermetically 
sealed metal cans inclosed in metal-lined wooden boxes (see Speci¬ 
fication No. 18); or this material may be shipped in securely closed 
iron or steel barrels. (See Specification No. 20, part A.) 

( b ) Sodium sulphide fused or potassium sulphide fused, if 
ground or powdered, must be placed in hermetically sealed metal 
cans, or in securely closed glass bottles, each bottle inclosed in a 
tightly fitting metal can with tight cover. The cans must be 
packed in a strong wooden box (see Specification No. 18), with 
elastic packing, such as sawdust, excelsior, or similar material. 
This material may also be shipped in securely closed metal barrels 
complying with Specification No. 20, part A. 

1836. (a) “Strike Anywhere” matches must be packed in 
individual containers consisting of an outer sliding shuck or cover 
and an inner holding tray or box. Individual containers con¬ 
sisting of a holding tray or box with a top that telescopes over 
the box, may be used. Boxes of suitable “hang-up” type may 
also be used, if approved by the Bureau of Explosives. All match 
boxes, covers, and trays must be made of cardboard, wood, or 
metal, except that paper wrappings may be used for block or card 
matches. 

Individual containers must be wrapped in paper, with not more 
than 12 boxes or individual containers in each paper-wrapped 
package. These packages must be secured on the ends and on 
the lapping side with glue, or similar satisfactory adhesive, making 
each 12 boxes or less of matches a serviceably wrapped and well- 
secured package. 

(6) No individual container (not including card or block mat¬ 
ches), shall contain more than 700 “Strike Anywhere” matches 
in any one container, box, or package. When more than 300 
matches are packed in any individual container, box, or package, 
the matches must be arranged in two nearly equal portions 
with the heads of the two portions placed in opposite directions. 
All individual containers containing 350 or more matches must 
have placed over the matches a center holding or protecting strip 
made of cardboard which can be scored or bent without fracture. 
This protecting strip shall be not less than 1 inch wide and shall 
be flanged down at least % inch on each end to hold the matches 
in position when the container is nested into the shuck or cover, 
or withdrawn therefrom. 

(c) All individual containers must be placed in outside pack¬ 
ages complying with Specification No. 6. Such outside containers 
shall have plainly marked thereon the words “Strike Anywhere 
matches” and in addition shall show the name of the manufacturer 
and the brand or trade-mark under which such matches are 


453 


Regulations—Transportation of Dangerous Articles other than Explosives 

by Freight. 

manufactured and distributed to the trade. If the matches are 
manufactured in a foreign country, the name of the foreign 
manufacturer shall be printed in English. 

(d) Matches of any kind which ignite spontaneously when 
subjected for 8 hours to a temperature of 200° F., in a properly 
conducted laboratory test, must not be offered for shipment. 

(e) Matches of any kind must not be packed in the same outside 
package with any other article, 

(/) “Strike Anywhere” matches packed and marked in ac¬ 
cordance with regulations effective March 31, 1912, may be shipped 
under such packing and marking until December 31, 1914. 

1837. “Burnt cotton” is cotton that has been on fire, and which 
has not been subsequently repicked and rebaled. It must not be 
offered or accepted for shipment at an originating station until it 
has been reconditioned by picking and repacking in bales, or until 
not less than 5 days have elapsed since the last evidence of fire 
in it. It must be marked and described on shipping orders and 
bills of lading as “burnt cotton, yellow label,” and cars containing 
any quantity of it must be protected by the inflammable placard. 

When the fire occurs in transit at a point where the cotton can 
not be reconditioned, and where arrangements can not be made 
with the originating line to sell it, all burnt cotton in the shipment 
must be stored under observation in as safe a place as practicable 
for not less than 10 days, and without further evidence of fire before 
forwarding. The billing must be changed to read “burnt cotton,” 
and the material must be forwarded as an inflammable article as 
described above. 

When burnt cotton is picked and repacked the separated cotton 
not affected by the fire is not classed as an inflammable article 
and is not subject to this regulation. 

1838. (a) Unless the preparation and nature of fibers or fabrics 
impregnated or saturated with animal or vegetable oils, is such 
as to prevent all spontaneous heating in transit, such materials 
must be placed in hermetically sealed metal-lined wooden boxes 
or crates. 

(6) Rags or cotton waste containing more than 5 per cent of 
animal or vegetable oil must not be offered for shipment. Oily 
cotton waste must not be included in bales of rags. 

1839. Pyroxylin plastic scrap (celluloid, fiberloid, pyralin, vis- 
coloid, zylonite, etc., scrap) must be packed in tight wooden barrels 
(Specification No. 11) or in spark-proof wooden boxes (Specification 
No. 19). 

1840. Rubber shoddy, regenerated rubber, or reclaimed rubber, 
must be packed in tight metal containers or in wooden boxes com¬ 
plying with Shipping Container Specification No. 17, except when 


454 


Regulations—Transportation of Dangerous Articles other than Explosives 

by Freight. 

in the form of dense homogeneous nonporous sheets or rolls, the 
sheets of thickness of Y inch or greater, packed flat or in rolls. 

Rubber scrap if ground, powdered, or granulated, whose rubber 
content exceeds 45 per cent as determined by subtracting the sum 
of the per-cent ash and the per-cent acetone extract from 100, must 
be packed in tight metal containers, or in wooden boxes complying 
with Specification No. 17. 

OXIDIZING MATERIALS-YELLOW LABEL. 

1841. (a) All oxidizing materials (except those for which 

specially constructed containers are prescribed, see Specifications 
Nos. 18 and 20) should be shipped in metal packages complying 
with Specification No. 20. When such metal packages are not 
available, strong and tight wooden boxes complying with Specifi¬ 
cation No. 19, or drums, kegs, or barrels, complying wdth Specifi¬ 
cations Nos. 11, 21, or 22, must be used. 

(6) Peroxide of sodium must be placed in tight metal vessels 
packed in wooden boxes or barrels (Specifications 18 and 11) or 
in bulk in metal containers complying with Specification No. 20. 

(c) Nitrates may also be shipped in bags, or in bulk in tight 
cars. 

( d ) Barium peroxide in bulk must be placed in strong and 
tight metal containers complying with Specification No. 20. 

CORROSIVE LIQUIDS-WHITE LABEL. 

1851. (a) Bottles containing corrosive liquids named in the 
list, paragraph 1807, unless cushioned by incombustible absorbent 
material in tightly closed metal containers, must not be packed 
in the same outside package with any other article, except that 
acid for fire extinguisher charges may be packed in the same out¬ 
side package with bicarbonate of soda, when the acid and soda 
are placed in separate inside compartments. 

(6) Interior packages containing corrosive liquids must be 
packed with their filling holes up, and the top of the outside pack¬ 
age must be plainly marked “THIS SIDE UP.” 

1852. (a) All glass carboys used for the shipment of acids 
named in paragraph 1807 must be made and tested by the manu¬ 
facturer under Specification No. 1. Straight-sided carboys, as 
distinguished from the “balloon” carboys, must be used for all 
shipments of nitric acid or nitric-acid mixtures, and for less-than- 
carload shipments of the other dangerous acids, except hydro¬ 
fluoric acid. 

The necks of all carboys must be protected by wooden or metal 
hoods securely attached to the boxes. 

1853. Bromine must be in glass bottles of not more than one- 
half gallon capacity or earthenware vessels of not more than 2 


455 


Regulations—Transportation of Dangerous Articles other than Explosives 

by Freight. 

gallons capacity with glass or earthenware stoppers well secured. 
These vessels must be packed in strong barrels or kegs complying 
with Specification No. 11, or in wooden boxes, cushioned by non¬ 
combustible packing material, such as whiting, mineral wool, 
or sifted ashes. 

1854. Hydrofluoric acid must be placed in india rubber or cere- 
sine bottles hermetically sealed, packed in wooden boxes or wooden 
barrels complying with Shipping Container Specification No. 2 
or 11; or in lead carboys hermetically sealed and boxed, comply¬ 
ing with Specification No. 1; or acid of not exceeding 30 per cent 
strength may be shipped in tight hardwood barrels complying 
with Specification No. 9, or in wooden tank cars lined with as- 
phaltum or similar protective coating. The barrels and tank 
cars must be securely hooped and carefully inspected by the shipper. 
The vacant space in containers of this acid must be sufficient so 
that when raised to a uniform temperature of 130° F. the vapor 
tension shall not exceed 6 pounds per square inch. 

1855. (a) Sulphuric acid and anhydrous liquid chlorides 
must be in well-stoppered earthenware or glass vessels packed 
in strong barrels (Specification No. 11), or wooden boxes (Specifi¬ 
cation No. 2), or in standard carboys (Specification No. 1), or in 
metal drums or barrels (Specification No. 5), or in tank cars. The 
inner containers must be well cushioned by excelsior, hay, straw, 
or equivalent packing material. 

(6) For phosphorus trichloride the cushioning material must 
be incombustible. 

1856. Hydrochloric acid must be packed as prescribed for 
sulphuric acid, except that it must not be shipped in unlined wooden 
or iron barrels, drums, or tank cars. 

1857. (a) Special attention must be given to bottles or vessels 
of any kind used for nitric acid. The following containers are 
authorized for shipment of nitric acid of the specific gravity stated: 

(1) Glass bottles not exceeding 7 pounds capacity, in metal 
containers. All gravities. 

(2) Glass bottles not exceeding 7 pounds capacity. Not to 
exceed 1.49 gravity. 

(3) Glass carboys, Specification No. 1. Not to exceed 1.43 
gravity. 

(4) Glass carboys, metal covered. Not to exceed 1.49 gravity. 

(b) All glass bottles, (1) and (2), must have glass stoppers 
ground to fit and these stoppers must be held in place by plaster 
of Paris covered by strong cloth securely tied. The bottles, well 
cushioned by material that will not be ignited by the acid, must 
be packed in strong wooden boxes, barrels, or kegs. W hen the 


456 


Regulations—Transportation of Dangerous Articles other than Explosives 

hy Freight. 

specific gravity of the acid exceeds 1.49, each bottle must be packed 
in a tightly closed metal container. 

(c) Glass carboys, (3), must be well cushioned by material 
that will not be ignited by the acid. 

( d ) A glass carboy (4), containing acid of gravity exceeding 
1.43 and not exceeding 1.49, must be well cushioned by incom¬ 
bustible packing material in a tight cylindrical iron case not less 
than inch thick that covers the bottom and sides of the carboy 
and fits tightly in the outside wooden box. 

1858. Mixed nitric and sulphuric acids must be shipped in 
securely closed iron drums that comply with Specification No. 5 
or in tank cars complying with Master Car Builders’ specifications; 
or mixed nitric and sulphuric acids may be shipped in carboys, 
provided these carboys are placed in a tight cylindrical iron case 
as prescribed by paragraph 1857 (d), and boxed as prescribed in 
Specification No. 1. 

COMPRESSED GASES—RED OR GREEN (GAS) LABEL. 

1861. (a) Gases that may combine chemically must not be 

shipped in one cylinder. Cylinders purchased hereafter for the 
shipment of compressed gases must be made in accordance with 
Specifications Nos. 3, 3A, 4, 7, and 8. 

(h) Each cylinder in which compressed gases are shipped, 
except as specified hereinafter, must be subjected at least once 
in 5 years to a test by interior hydrostatic pressure in a water jacket, 
or other apparatus of suitable form, to furnish reliable data. In 
this test the pressure must be applied for not less than 30 seconds, 
and as much longer as may be necessary to insure complete ex¬ 
pansion of the cylinder. The gauge indicating the expansion of 
the cylinder under the pressure applied must be such that a per¬ 
manent expansion of 10 per cent of the total expansion may be 
easily recognized. 

A cylinder must be condemned when it leaks or when the per¬ 
manent expansion, as determined by the water jacket method of 
testing, or other equally efficient method of testing approved by the 
Bureau of Explosives, exceeds 10 per cent of the total expansion. 

(c) For cylinders in which liquefied gases are shipped, the 
test pressure must be not less than 134 times the interior pressure 
that would result from heating the cylinder uniformly in its maxi¬ 
mum charged condition to a temperature of 130° F., except that, 
for cylinders used for shipping carbonic acid gas, this pressure 
must not be less than 3,000 pounds per square inch; provided, 
that when the charging pressure is less than 300 pounds per square 
inch at 70° F., it will not be necessary to measure the permanent 
expansion in quinquennial pressure tests, if the cylinder in question 
has previously passed the test. 


457 


Regulations—Transportation of Dangerous Articles other than Explosives 

by Freight. 

( d ) For cylinders used for shipping nonliquefied gases or gases 
in solution, under a pressure exceeding 300 pounds per square 
inch at 70° F., the test pressure must be not less than \ 2 /3 times 
the charging pressure for such cylinders, corresponding to a temper¬ 
ature of 70° F., provided that the minimum allowable test pressure 
shall be 600 pounds per square inch. 

(e) For cylinders used for shipping nonliquefied gases or gases 
in solution, under a pressure not exceeding 300 pounds per square 
inch at 70° F., the test pressure must be not less than twice the 
charging pressure for such cylinders corresponding to a temper¬ 
ature of 70° F.; provided, that old cylinders in service that have 
been once so tested, or new cylinders that have been manufactured, 
tested to three times the charging pressure and reported as pre¬ 
scribed by Specification Nos. 7 or 8, will not be required to be 
tested quinquennially thereafter. 

(/) Cylinders used for shipping any gas, liquefied or otherwise, 
will not be required to stand the quinquennial test, provided they 
have an outside diameter of less than 2 inches and a length of less 
than 2 feet. 

(g) The weight of gas charged into any cylinder must not, 
at a temperature of 130° F., cause an interior pressure that would 
be injurious to the cylinder. Cylinders must not be charged beyond 
the safe pressure for which they are designed. 

( h ) The filling weight of carbonic acid gas in all cylinders must 
be checked by the use of proper scales and not by pressure. 

(i) By December 31, 1914, all cylinders used for the shipment 
of compressed gases must be plainly stamped with the date of 
last test—for example “4—09” for April, 1909. Cylinders that 
have not been tested and marked as prescribed herein must not 
be charged and shipped after December 31, 1914, until properly 
tested and marked. 

(j) Cylinders containing acetylene gas must be made of tough 
steel and must be completely filled with a porous material that 
has been tested with satisfactory results by the Bureau of Explo¬ 
sives and this material must be charged with acetone, or its equiv¬ 
alent, not to exceed 40 per cent of the interior volume capacity of 
the cylinder. The pressure in cylinders containing acetylene 
gas must not exceed 250 pounds per square inch at a temperature 
of 70° F. 

1862. (a) After December 31, 1914, each cylinder exceeding 

12 inches in length containing liquefied gases or gases in solution, 
or other gases under a pressure of more than 300 pounds per square 
inch at 70° F. (except anhydrous ammonia), must be equipped 
with a safety device tested by the Bureau of Explosives and found 
to prevent explosion of the normally charged cylinder when it is 
placed in a fire. 


458 


Regulations—Transportation of Dangerous Articles other than Explosives 

by Freight. 

( b ) Chlorine gas may also be shipped in special tank cars com¬ 
plying with Master Car Builders’ rules and specifications. 

1863. (a) When cylinders containing inflammable gases are 
not boxed or crated for shipment, the discharge valves must be 
strong enough to avoid injury during transit or they must be pro¬ 
tected by strong metal caps that can not be detached by rolling 
the cylinders. 

(6) Shipments of cylinders (that under individual carriers’ 
arrangements can be transported without transfer), if loaded by 
the shipper, to be unloaded by the consignee, may be transported 
without crating or boxing, provided the cylinders are loaded com¬ 
pactly in an upright position in the end of the car, and are securely 
braced to prevent any relative movement during transit, according 
to the general methods prescribed by B. E. Pamphlet No. 6 for 
bracing shipments of explosives. 

LABELS. 

1864. (a) Unless exempted on account of quantity or method 
of packing (see columns 3 and 5, list, par. 1807), all packages con¬ 
taining dangerous articles named in the list, paragraph 1807, and 
similar articles defined by paragraphs 1802 to 1806, inclusive, 
must be conspicuously labeled by the shipper. Labels should 
be applied when practicable to that part of the package bearing 
the consignee’s name and address. 

(6) Labels will not be required on packages in carload ship¬ 
ments to be unloaded by the consignee, but the proper placards 
must be obtained from the carrier and applied by the shipper to 
the car loaded by him. When it is known, however, that sub¬ 
sequent shipments of these packages in less-than-carload quantities, 
and in the original outside packages, will probably be made by 
the consignee, the original manufacturing shipper should attach 
labels to the packages. 

(c) Shippers must furnish and attach the labels prescribed 
for their packages. Labels must not be applied to packages con¬ 
taining articles which are not subject to these regulations, nor 
to packages which are exempt from labels on account of quantity 
or method of packing. (See columns 3 and 5, list, par. 1807). 
Packages containing articles which are subject to these regulations 
and which are exempt from labels, must be plainly marked “NO 
LABEL REQUIRED.” 

( d ) Containers shipped as “EMPTY” (except in carload 
shipments to be unloaded by consignee) must have the old red, 
yellow, white, or green labels removed or completely covered by 
a square white label measuring not less than 6 inches on each side, 
and bearing thereon the word “EMPTY” in letters not less than 
1 inch high. 


459 


Regulations—Transportation of Dangerous Articles other than Explosives 

by Freight. 

1865. Labels must be of diamond shape, with each side 4 inches 
long. The color is red for inflammable liquids and compressed 
inflammable gases, yellow for inflammable solids and oxidizing 
materials, green for noninflammable compressed gases, and white 
for corrosive liquids. Labels must conform to standards as to 
size, printing, and color, and samples will be furnished, on request, 
by the chief inspector of the Bureau of Explosives, 30 Vesey street, 
New York City. 

1866. The wording must be in black letters inside of a black 
line border measuring 3}^ inches on each side, and as follows: 1 





NOTICE TO 


RAILWAY EMPLOYES 


Keep Away from FIRE, STOVES. RADIATORS 
Lighted MATCHES, LANTERNS, and 
S. Direct Sunlight. S 

Any LEAKING Packages Must be X 
\ Removed to a Safe Place. / / 


Shipper has certified on his Shipping 
. Order to compliance.wlth ell > 
Regulations that apply 
to this package. / 


\ / 


\ / 
/ 


RED LABEL FOR INFLAMMABLE LIQUIDS. 
(reduced size.) 


1 The carrier’s name and form number, or the shipper’s name and address, may be 
printed on the labels, in type not larger than 10 point, if placed within the black line 
border and in the upper or lower corner of the diamond. 





460 


Regulations—Transportation of Dangerous Articles other than Explosives 

by Freight. 



/ NOTICE TO \ 
RAILWAY EMPLOYES 


KEEP FIRE AND LIGHTS AWAY 


Sweep Up and Remove Carefully Contents 
of Broken Packages 


Shloper has Certified on his Shipping 
Order to compliance with all 
V Regulations that apply S 
te this package / 


YELLOW LABEL FOR INFLAMMABLE SOLIDS 
AND OXIDIZING MATERIALS. 
(reduced size.) 




Regulations—Transportation of Dangerous Articles other than Explosives 

by Freight. 



CAUTION TO 


Compressed 


(Prill If MM *f SotMUMM) 


Keep Cool and Do Not Drop 


Shipper has certified oo hla Shipping O'der 
to compliance with all Regnlatioaa that 
apply to this package. 


RED LABEL FOR INFLAMMABLE GASES. 
(reduced size.) 




462 



CAUTION 


RAILWAY EMPLOYES 


Compressed 


(Prist Nam* of Subttsaeo) 


Shipper has certified oa his Shipping Order 
to compliance with all Regulations that 
. apply to this package. . 


Regulations—Transportation of Dangerous Articles other than Explosives 

by Freight. 


GREEN LABEL FOR NON-INFLAMMABLE GASES. 

(reduced size.) 





463 


Regulations Transportation of Dangerous Articles other than Explosives 

by Freight. 



' NOTICE N 

HANDLE CAREFULLY 


NOT LOAD WITH 
INFLAMMABLES 
BY YELLOW 


Shipper hat certified on hla Shipping Order to 
compliance with all Regulations that 
. apply to tbla package. . 


WHITE LABEL FOR ACIDS. 
(reduced size.) 




464 


Regulations—Transportation of Dangerous Articles other than Explosives 

by Freight. 

SHIPPING ORDERS. 

i 

1867 (a) Any article subject to these regulations whether 

label is required or not, must be described on the shipping order 
under the specific or general name provided for the description 
of such freight by the carrier’s classification and tariff governing. 

(6) The shipping order must also show opposite the entry 
of the article the kind of label applied, or “No label required.” 
For carload lots of such articles loaded by the shipper, the shipping 
order must show the kind of placard applied to the car, or “No 
placard required.” 

(c) The shipping order must also show the following certificate 
in the lower left-hand corner over the written or stamped facsimile 
signature of the shipper or of his duly authorized agent: 

This is to certify that the above articles are properly described by name and are 
packed and marked and are in proper condition for transportation according to the 
regulations prescribed by the Interstate Commerce Commission. 

( d ) A shipping order that does not cover the shipment of an 
article classed as dangerous or doubtful by these regulations must 
not show thereon the label notation or the certificate prescribed 
for dangerous articles. Unnecessary certificates and label notations 
on shipping-order blanks must be canceled by the shipper. 

(e) Whenever orders are placed in foreign countries for the 
importation of dangerous articles to be forwarded from port of 
entry by rail, the importer must furnish with the order to the foreign 
shipper and also to the forwarding agent at the port of entry, full 
and complete information as to the necessary packing, marking, and 
labeling required by these regulations. The forwarding agent 
must file with the originating carrier a certified shipping order 
and must see that the packages are properly packed, marked, 
and labeled. 


Section 3. 

Rules for Handling. 

1871. (a) Packages known to contain dangerous articles 

(see list, par. 1807), and not properly packed, described, marked, 
labeled, and certified must not be accepted by the originating 
carrier until these regulations are complied with. A careful in¬ 
spection of the shipping order and of such packages with special 
attention to the discovery and rejection of leaking or insecure 
packages must be made to verify this compliance. 

(6) Unless they are leaking, or in a manifestly insecure condition, 
packages in transit must be forwarded to destination and report 
made of any violation observed. Leaking packages must not 
be forwarded. 


465 


Regulations—Transportation of Dangerous Articles other than Explosives 

by Freight. 

(c) An astray package of known destination and in proper 
condition for safe transportation must be forwarded on an “Astray 
bill,” showing the proper label notation. 

When necessary to replace labels, and doubt exists as to the 
kind, the red label should be used. 

(d) Unauthorized persons must not be allowed to have access 
to explosives or other dangerous articles at any time while such 
articles are in the custody of the carrier. 

WAYBILLING. 

1873. The revenue or other waybill prepared from the shipping 
order, and transfer billing to connecting carrier for dangerous 
articles in list, paragraph 1807 and for other articles not in 
the list, but properly offered for shipment as dangerous articles, 
must properly describe these articles by classification or tariff 
name and state for less-than-carload shipments the color of label 
applied. For carload shipments they must show the kind of placard 
applied. The shipper’s certificate must be in possession of the 
initial carrier when these indorsements are made on original billing. 

The revenue waybill must also have plainly stamped or written 
at the top the words “INFLAMMABLE” or “ACID.” 

1874. (a) The card waybill, the running slip, the envelope 
containing waybills or other billing for any loaded car which under 
these regulations should bear the inflammable or the acid placard 
or for an empty tank car protected by such placards, must have 
plainly stamped or written across the top in letters not less than 

inch in height the words “INFLAMMABLE” or “ACID.” 

(6) In the absence of information to the contrary, empty tank 
cars not bearing placards, may be assumed not to require them. 
(See par. 1903 (6).) 

(c) For tank cars not loaded, the billing must show the word, 
“EMPTY.” 

1875. When the lading is not dangerous, but is properly de¬ 
scribed by one of the doubtful names, distinguished by an asterisk 
in the list, paragraph 1807, the billing for the car must be indorsed 
“No placard required.” 

1876. When the initial movement is over a switching line the 
switching ticket, and copies thereof, prepared by the shipper, or 
by the carrier under the shipper’s written authority, must bear 
the shipper’s certificate and the placard notation prescribed by 
paragraph 1867; for other switching movement the switching 
ticket prepared by a railway employee must show the kind of placard 
required. 

1877. Shipments of dangerous articles offered by connecting 
lines must comply with these regulations, and the revenue way 


466 


Regulations—Transportation of Dangerous Articles other than Explosives 

by Freight. 

bill, freight bill, manifest of lading, card waybill, switching order, 
or other billing, must bear the label and placard indorsements 
prescribed by paragraphs Nos. 1873 and 1874. 

HANDLING PACKAGES. 

1889. Carriers must keep on hand an adequate supply of labels. 
Lost or detached labels must be replaced from information given 
on revenue or other waybill. 

1890. In handling packages containing dangerous articles at 
stations and to and from cars care must be taken to prevent their 
falling or being broken. Heavy packages should be trucked, 
rolled, or moved by use of skids or other satisfactory devices and 
must not be dropped from trucks, platforms, or cars. Planks 
for rolling trucks from platforms to cars should have beveled ends. 

LOADING. 

1891. (a) A box car placarded “INFLAMMABLE,” or 
known to contain inflammable liquids must not be entered with 
a lighted lantern, torch, or other fire until both car doors have 
been opened and sufficient time allowed for ventilation and escape 
of any vapors. The presence of these vapors will generally be 
indicated by characteristic odors. When leakage is continuous 
ventilation will not remove the danger. The leaking package 
should be located and removed, using electric lights or waiting 
for daylight. 

(6) Packages protected by labels must be loaded so that they 
can not fall to the car floor and so that other packages of freight 
can not fall on them. Packages protected by white and yellow 
labels, respectively, must not be loaded in the stoe end of a car 
or stored near each other. 

1892. (a) Carload lots of “strike anywhere” (friction) matches 
must be loaded as compactly as possible to avoid motion, especially 
lengthwise the car. Car doorways should be boarded on the inside 
to keep packages from contact with the doors, and the inside lining 
of the car should be supplemented when necessary by strips nailed 
to the car and close enough together to keep the boxes from being 
jammed against the studding and broken by high pressures on 
small areas. The strongest dimension of the box should be loaded 
lengthwise the car. 

( b ) When packages are loaded over or near exposed draft bolts 
or kingbolts the bolts should be covered by boards not less than 
1 inch thick, or by empty wooden boxes of proper size, and the 
ends of these boards should be beveled to prevent the end of a 
box resting against the end of the board and being crushed by it. 
Partial layers of boxes should be interlocked with the lower layers 
as described in Bureau of Explosives Pamphlet No. 6, for loading 
packages of explosives. The cars used should be made secure 


467 


Regulations—Transportation of Dangerous Articles other than Explosives 

by Freight. 

against the entrance of sparks or rain and should be the strongest 
cars available. Under no condition should any car be loaded 
with more than 48,000 pounds gross weight of “strike anywhere” 
matches. 

(c) Less-than-carload lots of matches should be carefully loaded 
so that they can not fall to the car floor and so that other packages 
of freight can not fall on or injure them. Whenever practicable 
the packages of matches should be placed to facilitate ready re¬ 
moval from the car in case of fire. A smoking box of matches 
should not be broken open; the fire will cease of itself if air can 
be kept from it. 

1893. (a) Carboys of acid or other corrosive liquids must 
be so blocked and braced that they can not change position during 
transit when being handled with reasonable care. 

Note.—F or convenient forms of trucks for handling acid carboys see B. E. 
Pamphlet No. 6. 

(6) When less-than-carload shipments are loaded with other 
freight the carboys must be placed near the doorways and must 
have wooden strips not less than 1 inch thick nailed to the car floor 
about 6 inches from the carboy boxes. These strips must be ar¬ 
ranged so that the liquid from a broken carboy will drain toward 
the doorway and outside the car. The space between the strips 
and the floor braces, or blocking used for staying the carboy boxes, 
must be covered with at least 1 inch thickness of clean and dry 
sand (not sawdust or other combustible material). 

(c) Cylinders containing compressed gases must be loaded 
on their sides, except when packed in boxes or crates or when placed 
in suitable permanent racks in cars, or braced as prescribed by 
paragraph 1863 ( b ). 

1894. (a) Carload lots of crude camphor, cotton, cotton 
batting, cotton wadding, cotton waste, excelsior, fiber, hay, hemp, 
jute, oakum, oil-well cables, rags, sawdust, sulphur, tow, or straw, 
or other articles liable to be ignited by sparks, as well as unslacked 
lime and calcium carbide, both of which must be protected from 
water, should when practicable be loaded in tight cars, with doors 
stripped, and when practicable these cars must not be placed next 
to cars placarded “EXPLOSIVES.” 

(6) Lime, coke, chipped bone, ashes, or similar substances must 
not be loaded in cars until thoroughly cooled. 

(c) Charged electric batteries must be well insulated to prevent 
short circuits and must not be loaded or stored with explosives. 

1895. (a) Empty barrels, kegs, or drums previously used 
for the shipment of an inflammable or corrosive liquid, must have 
their filling and vent holes properly closed. They should be loaded 
in open or stock cars when practicable. Labels are not required 


468 


Regulations—Transportation of Dangerous Articles other than Explosives 

by Freight. 

on such packages, and cars should not be placarded, but lighted 
lanterns or other open-flame lights should be kept away. 

( b ) Empty carboys in less-than-carload lots and in carload 
lots to be unloaded by carriers must be supplied with stoppers 
and neck protectors well secured, and they must be loaded with 
their necks up. Whenever practicable they should not be loaded 
in cars containing valuable or perishable freight. 

PLACARDS AND HANDLING CARS. 

1901. Carriers must keep on hand an adequate supply of 
placards. Placards will be furnished by carriers to shippers for 
attachment to cars loaded by them. 

1902. The carrier must verify the attachment of the proper 
placard by the shipper, as soon as a car requiring a placard is ac¬ 
cepted by the carrier for transportation. A daily record showing 
the initials and numbers of all cars placarded must be kept on file 
at originating and transfer stations. 

1903. (a) When the lading requiring the placard is removed 
from cars placards must be removed, except that “INFLAM¬ 
MABLE” placards must remain on tank cars moved as “empty” 
until such cars are known to have been properly cleaned with steam 
or reloaded with a substance that does not require the placard. 
As provided in paragraph 1941 (b) acid placards which are painted 
or stenciled on tank cars may be allowed to remain. 

(b) Many fatal accidents have resulted from using lanterns 
or lighted matches to examine the interior of empty tank cars or 
in using hot rivets to repair unsteamed tank cars, which may con¬ 
tain inflammable vapors even when the pr'evious lading was not 
of flash point below' 80° F. Only incandescent electric lights should 
be used for this examination. 

(c) Dome covers on empty tank cars must be securely placed 
in proper position before the cars are offered for movement. 

1904. A carrier must not move from a station, yard, or siding 
a car known to require placards until the proper placards are at¬ 
tached. Placards lost in transit must be replaced by the carrier. 

1905. (a) Tank cars placarded “INFLAMMABLE” must 
be placed in trains, if possible, at least 5 cars from the engine and 5 
cars from the caboose, but must not be placed next to a car placarded 
“EXPLOSIVES.” When length of train does not permit this, they 
must be placed as near the middle of the train as practicable; and 
in all cases carriers must see that their train crew^s are informed 
of the presence and location of such cars in the train. 

Special care must be taken to avoid rough treatment and un¬ 
necessary switching of placarded tank cars. 


469 


Regulations Transportation of Dangerous Articles other than Explosives 

by Freight. 

(b) The carrier must see that its representative in charge of a 
freight train makes a thorough check of the cars bearing inflam¬ 
mable, acid, or explosive placards, with the billing, to see that all 
placards required are attached and those not required are removed. 

1906. When cars protected by “INFLAMMABLE” placards 
are received or held in yards, particularly at night, the carrier must 
see that all necessary precautions are taken to prevent accidents. 
These precautions must include provision for quickly isolating 
them in case of fire. 

1907. In classification yards, and in switching, it must be de¬ 
termined by inspection and trial that such a car has its brakes 
in first-class order before a draft containing it is cut; and a tank 
car placarded “INFLAMMABLE” must not be started down 
a ladder track, incline, or hump until the preceding car has cleared 
the ladder. It also must clear the ladder before another car is 
allowed to follow. 

1908. (a) Cars bearing “INFLAMMABLE” placards and 
cars adjacent to them must be watched with extra care to discover 
hot journals. 

(6) All available opportunities must be utilized, by noting 
the odor of inflammable liquids or otherwise, to discover leaks 
in these cars and to protect leaking cars from ignition of contents 
by flame of inspectors’ lanterns or torches, by burning fusees, by 
switch lights, by switch-thawing flames, by fires on side of track, 
by coals from locomotives passing over a roadbed strewn with 
leakage, or otherwise. (See par. 1956.) 

1909. Whenever a tank car, loaded with an inflammable liquid, 
is discovered in transit in a leaking condition, all unnecessary 
movement of the car must cease until the unsafe condition of the 
car is remedied. Every possible precaution necessary to prevent 
ignition of the contents must be observed and the general precautions 
indicated in paragraphs 1951 to 1957, inclusive, should be followed. 

1910. When fire occurs in charcoal in transit, water should 
not be used if it is practicable to locate and remove the material 
on fire, since wet charcoal is much more liable to ignite spontan¬ 
eously, and the fire can not be stopped permanently by the use 
of water. 

1911. Whenever a car bearing the acid placard is discovered 
in transit with packages in leaking condition, all unnecessary move¬ 
ment of the car must cease and at the first opportunity an exam¬ 
ination must be made of the lading, and if practicable any broken 
or leaking packages of nitric or mixed acids should be removed 
promptly to prevent fire. Any acid remaining on the car floor 
or on surrounding packages should be washed away with a plentiful 
supply of water. 


470 


Regulations—Transportation of Dangerous Articles other than Explosives 

by Freight. 

1912. In unloading tank cars the following rules should be 
observed: 

(a) The dome cover should be unscrewed by placing a bar 
between the dome-cover lug and the knob; the valve-rod handle 
in the dome should be moved back and forth a few times, to as¬ 
certain if the valve is properly seated, and if seated, the valve cap 
should then be removed with a suitable wrench, having a pail to 
catch any liquid that may be in the valve nozzle. 

(b) The unloading connection should be securely attached to 
the valve nozzle, and valve should then be raised by working the 
valve-rod handle. The dome cover should be placed over the dome 
opening, resting on a piece of wood, to allow air to enter the tank. 
The dome cover should not be replaced while unloading, as this 
action may result in collapse of the tank. After tank is unloaded 
the valve should be seated, valve cap and dome cover replaced. 
“INFLAMMABLE” placards must not be removed. 

(c) When necessary to unload tank cars from the dome, or 
when necessary to transfer the contents of one tank car through 
the outlet valve into the dome of another tank car, care should be 
observed to see that all of the connections are tight and that the 
pipe or hose, when inserted into the open manhole for pumping 
or filling purposes, is surrounded by wet burlap to prevent the 
escape of vapors and to avoid ingiting them. 

INFLAMMABLE PLACARD. 

1913. A placard of diamond shape, printed on strong, thin, 
white paper for pasting on tank cars, containing an inflammable 
liquid and on strong tag board for tacking to wooden cars or to 
wooden boards of suitable size attached for this purpose to metal 
box cars or tank cars, measuring 10% inches on each side, and 
bearing in red and black letters the following inscription, must be 
securely attached to each outside end and to each side door of a car 
containing one or more packages protected by the red or the yellow 
diamond label: 


471 


Regulations—Transportation of Dangerous Articles other than Explosives 

by Freight. 




/ 




c? 


S? 




R.R. Co. '/ 

Vi 


% 


INFLAMMABLE 

(To be Printed in Red) 

KEEP LIGHTS AND FIRES AWAY 

HANDLE CAREFULLY 


Station_19_ 


I—This car must not be next to a car containing Explosives. 
2—Do not enter with exposed flame, nor with lighted 
lantern, until car has been ventilated and vapors 
allowed to escape. 

\ 3—When lading requiring this placard is un- /' 

\ s loaded from box or stock cars, Agents, f 

\ Yardmasters and Conductors must / 

\ remove the placards. Tank ,/' 

\ cars must retain placards / 

\ until cleaned. (Par. / 

\ 1903 -) 


\/ 


INFLAMMABLE PLACARD. 
(reduced size.) 




472 


\ 

Regulations—Transportation of Dangerous Articles other than Explosives 

big Freight. 

ACID PLACARD. 

1941. (a) There must be securely attached to each outside 

end and to each side door of a car containing one or more packages 
protected by the white diamond label a placard of diamond shape 
on strong, thin, white paper for pasting on tank cars and on strong 
tag board for tacking to -wooden cars or to wooden boards of suit¬ 
able size attached to tank cars, measuring 83dz inches on each side, 
and bearing in black letters the following inscription: 




or 

if 


R.R. Co. 






% 


% 


ACID 

HANDLE CAREFULLY 

When Packages protected by White Diamond Labels 
are unloaded, REMOVE THIS PLACARD 


..Station 


. 19 . 




ACID PLACARD. 
(reduced size.) 






473 


Regulations—Transportation of Dangerous Articles other than Explosives 

by Freight. 

(6) If a tank car is used exclusively for the carriage of articles 
for which the white label is required, the words “ACID—HANDLE 
CAREFULLY,” of the size and style as shown on the standard 
placard, may be stenciled or painted in black letters on a white 
diamond on the car, in lieu of the placards. When this is done 
such placards must be kept fresh and plainly legible. 

(c) When dangerous articles requiring the white label are prop¬ 
erly loaded in a car requiring the inflammable placard, it will not 
be necessary to attach acid placards to the car. 

1943. Inflammable or acid placards will not be required on 
express or baggage cars in charge of an express messenger or rail¬ 
way employee and moving in passenger trains, or on electric or 
gasoline motor cars in charge of an employee of the carrier, and 
w r hich are run independently of cars carrying passengers. 

1944. Placards must conform to standards, and samples will 
be furnished by the chief inspector of the Bureau of Explosives 
on request. 


IN CASE OF A WRECK. 

1946. In case of a wreck involving a car containing inflammable 
freight it should be assumed that packages are broken and that 
leakage has occured which may cause fire if lighted lanterns or other 
flames are taken into or near these cars. As much of the train 
as possible should be moved to a place of safety. A car containing 
inflammable freight should be opened for ventilation and packages 
protected by red labels and cylinders of compressed gases should 
be removed to a safe place. Substances spilled from broken pack¬ 
ages protected by yellow label should also be carefully removed. 
Cylinders of compressed gases may be exploded if they are exposed 
to fire or struck a sharp blow and the flying fragments would then 
be dangerous. Inflammable liquids spilled from broken packages 
or tank cars should be well covered with dry earth before a lighted 
lantern, torch, or an engine is used in the vicinity. Acids spilled 
in cars should be covered w T ith dry earth and the car floor should 
be thoroughly swept. 


LEAKING TANK CARS. 

1951. Action in any particular case will depend upon existing 
conditions, and good judgment will be necessary to avoid disas¬ 
trous fires on the one hand and the useless sacrifice of valuable 
property on the other. 

Volatile (or combustible) liquids, such as gasoline, naphtha, etc., 
in large quantity and spread over a large surface will form vapors 
that will ignite at a considerable distance, depending on the kind 
and quantity of liquid and the direction and force of the wind. 


474 


Regulations—Transportation of Dangerous Articles other than Explosives 

by Freight. 

Many of the liquids, regarded as safe to carry under ordinary con¬ 
ditions and transported in tank cars without the inflammable 
placard, should still be treated as dangerous in handling a wreck. 

1952. When oil cars are leaking all lights or fires near them 
that can possibly be dispensed with should be extinguished or 
removed. Incandescent electric lights or portable electric flash¬ 
lights should be used when available. Whenever practicable 
the work of handling a wrecked oil car should be done during day¬ 
light. 

1953. Lanterns necessarily used for signaling should be kept 
on the side from which the wind is blowing and at as high an ele¬ 
vation as can be obtained. The vapors will go with the wind but 
not against it. The ash pan and fire box of a locomotive or steam 
derrick, especially on the side of a wrecked or leaking tank car to¬ 
ward which the wind is blowing, is a source of danger. Wrecks 
involving oil cars should in no case be approached with lighted 
pipes, cigars, or cigarettes. 

1954. Effort should be made to prevent the spread of oil over 
a large surface by collecting it in any available vessels or draining 
it into a hole or depression at a safe distance from the track. When 
necessary, trenches should be dug for this purpose. 

It is not safe to drain inflammable oil in large quantities into 
a sewer, since vapors may thus be carried to distant points and 
there ignited. Care should be exercised also not to permit oil 
to drain into streams of water which may be used by irrigation 
plants or for watering stock. Dry earth spread over spilled oil 
will decrease the rate of evaporation and the danger. A stream 
of oil on the ground should be dammed and dry earth be thrown 
on the liquid as it collects. 

1955. Sudden shocks or jars that might produce sparks or 
friction should be avoided. When possible, jack the wrecked cars 
carefully into position after removing other cars and freight that 
might be injured by fire. Only as a last resort, to meet an emer¬ 
gency, should a wrecked tank car be moved by dragging, and 
when this is done all persons should be kept at a safe distance. 

1956. No unnecessary attempt should be made to transport 
a damaged tank car from which inflammable liquid is leaking. 
Safety in short movements may be secured by attaching a vessel 
under small leaks to prevent spread of inflammable liquid over 
tracks. Cover tracks at intervals in rear of a moving car with 
fresh earth to prevent fire overtaking the car. Keep engines away; 
also spectators who may be smoking. If wrecked or derailed, 
and not in a position to obstruct of endanger traffic, it should have 
its leak stopped as far as possible and be left under guard until 
another tank car or sufficient vessels can be provided for the transfer 


475 


Regulations—Transportation of Dangerous Articles other than Explosives 

by Freight. 

of the liquid, which should be transferred by pumping when prac¬ 
ticable. 

Even a tank that is not leaking is liable to be ruptured by use 
of slings, and the slipping of chain slings may produce sparks. 
Saving of the contents of the tank is not as important as the pre¬ 
vention of fire. 

1957. An empty or partially empty tank car, with or without 
placards, is very liable to contain explosive gases, and lights must 
not be brought near it. 

1958. Water will not quench an oil fire. —If the fire can not 
be smothered by use of earth, steam, or wet blankets, effort should 
be concentrated on confining it and saving other property. 

1959 Should a leak occur by the breakage or displacement 
of the unloading valve and pipe at the bottom of the tank car, 
it may be stopped by removing the dome cap on the top of the 
tank and dropping the plunger into the plunger seat, as a shock suf¬ 
ficient to damage the outlet valve and pipes may have unseated 
also the plunger. 

The dome cover should be unscrewed by placing a bar between 
the dome-cover lug and knob. The dome cover should not be 
hammered, and should not be unscrewed until the absence of vapor 
pressure in the tank is verified by lifting the safety valve. 

To ascertain whether the valve is properly seated, the valve 
rod handle in the dome should be moved back and forth a few 
times. The following drawing indicates the general plan covering 
valve rod and unloading or discharge valve: 


476 


Regulations— Transportation of Dangerous Articles other than Explosives 

by Freight. 


DOME COVER CHAIN 

POME RING 


VALVE ROD yf 


GOVEFL, 


BRACKET 
VALVE SPRING 


VALVE ROD 


VALVE PIN 



o] VALVE 


VALVE NOZZL E 

VALVE CAP 



VALVE CAP GASKET 

|LrfJVALVE CAP CHAIN 










































































































477 


INTERSTATE COMMERCE COMMISSION 

REGULATIONS 

FOR THE TRANSPORTATION OF EXPLOSIVES AND OTHER DANGEROUS 

ARTICLES BY EXPRESS. 


INDEX. 


Acceptable Explosives. 

Acceptance of Shipments, Conditions of.. 

Accidents, Reports of. 

Acetate, Amyl. 

Ethyl. 

Methyl.. . 

Acetone. 

Acetylene Gas. 

Acid Hydrochloric (Muriatic). 

Hydrofluoric. 

Nitrating (Mixed). 

Nitric. 

Sulphuric. 

Acids. 

Separate packing from Other Articles 

Alcohol. 

Denatured. 

Wood. 

Ammonium Perchlorate. 

Ammunition for Cannon. 

Small Arms. 

Articles, Forbidden. 


PARAGRAPH. 

. . . . .2(c), 3, 5, 6, 14, 15, 16 

.(a), 1, 2, 63, 68, 69, 70 

. 73 

_34, 36, 37, 38, 39, 61, 62 

_34, 36, 37, 38, 39, 61, 62 

_34, 36, 37, 38, 39, 61, 62 

.34, 36, 37, 38, 61, 62 

_34, 36, 57, 58, 59, 61, 62 

34, 35, 36, 51, 52, 53, 61, 62 
34, 35, 36. 51, 52, 53, 61, 62 
34, 35, 36, 51, 52, 53, 61, 62 
34, 35, 36, 51, 52, 53, 61, 62 
34, 35, 36, 51, 52, 53, 61, 62 
32, 34, 35, 36, 48, 51 to 55 

.48, 52 

_34, 36, 37, 38. 39, 61, 62 

_34, 36, 37, 38, 39, 61, 62 

_34, 36. 37, 38, 39, 61, 62 

34, 35, 36, 48, 49, 50, 61, 62 

. 4(g) 

.5(b), 7, 17, 21, 23, 24 

. 4 


Baggage Cars in Freight Trains, Placarding. 67 

Baggage Shipments, Regulations Apply to.General Notice F 

Barium, Chlorate of.34, 35, 36, 48, 49, 50, 61, 62 

Nitrate of.34, 35, 36, 48, 49, 50, 61, 62 


Barium Peroxide (Binoxide Dioxide). 

Batteries Storage (Charged with Acid). 

Benzole (Benzene). 

Benzine. 

Black Powder.... 

Blasting Caps. 

Boxes or Kegs, High Explosives, Empty, Second Hand. 

Bromine. 

Bronzing Liquid. 

Bureau of Explosives.General Notice D. 

Reports of Violations, Accidents and Fires. 


. .34, 35, 36, 48, 49, 50, 61, 62 

. .34, 35, 36, 51, 52, 53, 61, 62 

.34, 36, 37, 38, 39, 61, 62 

.34, 36. 37, 38, 39, 61, 62 

. 4(a) 

. 4(f) 

. 4(v) 

. .34, 35, 36, 51, 52, 53, 61, 62 

.34, 36, 37, 38, 39, 61, 62 

H, 4(q), 36(b), 57(j), 60(b), 73 

. 73 


Calcium Phosphide. 

Cannon Primers. 

Carbon Bisulphide. 

Carrier, Duty of. 

Penalty for Violation 

Celluloid Scrap. 

In Sheets. 


.34, 35, 36, 40, 41, 45, 61, 62 

.5(d), 18, 24 

. 4(w) 

. (a), (g) 

. (b) 

. 4(w) 

34, 35, 36. 40, 41, 43(b)(e), 61, 62 














































478 


Cement, Leather. 

Liquid, N. O. S. 

Roofing Liquid. 

Rubber. 

Charcoal Screenings. 

Charcoal, Wood, Ground or Pulverized. 

Wood, Lump. 

Chemicals. 

Chlorate of Soda. 

Chlorate Powders. 

Chlorates, N. O. S. 

Chloride of Phosphorus. 

Chloride of Sulphur. 

Chlorides, Anhydrous Liquid.. 

Cleaning Fluid or Liquid. 

Coal-Tar Light Oil. 

Coal-Tar, Naphtha. 

Collodian... 

Cologne Spirits (Alcohol). 

Columbian Spirits (Wood Alcohol). 

Combination Fuzes. 

Combination Primers. 

Common Fireworks. 

Compounds, Paint or Varnish Removing Liquid 

Polishing Liquid. 

Type Cleaning Liquid. 

Vulcanizing Liquid. 

Compressed Gases. 

Acetylene. 

Air, Compressed. 

Anhydrous Ammonia. 

Blaugas. 

Carbonic Acid. 

Chlorine. 

Coal Gas. 

Dental. 

Hydrogen. 

Liquefied Petroleum Gas. 

Oxygen. 

Pintsch. 

Sulphur Dioxide. 

Compressed Gases, N. O. S. 

Condemned Articles. 

Connecting Lines, Shipments from. 

Containers, Test of. 

For Dangerous Articles. 

For Inflammable Liquids. 

Cordeau Detonant. 

Corrosive Liquid, N. O. S. 

Cotton Waste, Oily. 

Cylinders for Compressed Gases. 


PARAGRAPH. 

.34, 36, 37, 38, 39, 61, 62 

.34, 36, 37, 38, 39, 61, 62 

...34, 36, 37, 38, 39, 61, 62 

.34, 36, 37, 38. 39, 61, 62 

. 4(w) 

.34, 35, 36, 40. 41, 61, 62 

.34, 35, 36, 40, 41, 61, 62 

.34. 35, 36, 37, 38, 39, 61, 62 

.34, 35, 36, 48, 49, 50, 60, 61 

. 4(b) 

. .4(b), 34, 35, 36, 48, 49, 50, 61, 62 

.34, 35, 36, 51, 52, 53, 61, 62 

.34, 35, 36, 51, 52, 53, 61, 62 

.34, 35, 36, 51, 52, 53, 61, 62 

.34, 36, 37, 38. 39, 61, 62 

.34, 36, 37, 38, 39, 61, 62 

.34, 36, 37, 38, 39, 61, 62 

.34, 36. 37, 38, 39, 61, 62 

.34, 36, 37, 38, 39, 61, 62 

.34, 36, 37, 38, 39, 61, 62 

.5(f), 8, 18, 23, 24 

.18, 24 

.5(j), 12, 25(a), 26, 27, 28 

.34, 36, 37, 38, 39, 61, 62 

.34, 36, 37, 38, 39, 61, 62 

.34, 36, 37, 38, 39, 61, 62 

.34, 36, 37, 38, 39, 61, 62 

. 33 

...34, 36, 57, 58, 59, 61, 62 

.34, 36, 57, 58, 59, 61, 62 

.34, 36, 57, 58, 59, 61, 62 

.34, 36, 57, 58, 59, 61, 62 

.34, 36, 57, 58, 59, 61, 62 

.34, 36, 57, 58, 59, 61, 62 

.34, 36, 57, 58, 59, 61, 62 

.34, 36, 57, 58, 59, 61, 62 

.34, 36, 57, 58, 59, 61, 62 

34, 36, 37, 38, 39, 57, 58, 59, 61, 62 

.34, 36, 57, 58, 59, 61, 62 

.34, 36, 57, 58, 59, 61, 62 

.34, 36, 57, 58, 59, 61, 62 

.34, 36, 57, 58, 59, 61, 62 

. 4(q) 

. 70 

.2, 36(b) 

.2(a), 36(a), (c) 

.2(a), 38(a>, 39 

.5(h), 9(b), 22, 24 

.32, 34, 36, 51, 52, 53, 61, 62 

. 4(w) 

.4(s), 57(a), 58, 59 


Damaged and Leaking Packages. ... 

Dangerous Articles Other than Explosives, packing of.. 

Dangerous Articles, List of Principal. 

Definition of Permitted Explosives. 

Definition of Dangerous Articles Other than Explosives 

Description of Shipments. 

Detonating Fuzes. 

Distillate. 

Dressing, Leather. 

Driers, Paint or Japan... 


. 4(t) 

.35, 36 

. 34 

.6 to 13 

. 34 

.General Notice G, 1, 69 

.. 4(h) 

34, 36, 37, 38, 39, 61, 62 
34, 36, 37, 38, 39 61, 62 
34, 36, 37, 38, 39, 61 62 






























































479 


Drugs. 

Dry Picric Acid. 

Picrates. 

Nitrocellulose. 

Nitrostarch. 

Trinitrotoluol. 

Duties of Express Carriers 

Duties of Shippers. 

Dynamite. 


PARAGRAPH. 


.34, 35, 36, 51, 52, 53, 61, 62 

. 4(b) 

. 4(b) 

. 4(b) 

. 4(b) 

. 4(b) 

.. .General Notice G, 63, 65 to 73 

General Notice A, B, C, G, H, 60 


4(b) 


Electric Blasting Caps. 4 (f) 

Electrolyte. . 54 

Empty Boxes or Kegs. 4 ( v ) 

Eradicators, Paint or Grease Liquid.34, 36, 37, 38, 39, 61, 62 

Ethyl Chloride.34, 36, 37, 38, 39, 61, 62 

Ether.34, 36, 37, 38, 39, 61, 62 

Explosive Label... 16, 28 

Explosive Projectiles. 4 (i) 

Explosives.General Notice H, 2(c), 3, 4(i), 4(q), 5, 6, 14, 15, 16 

Acceptable.2(c), 3, 5, 6, 14, 15, 16 

Forbidden.General Notice H, 4(i), 4(q) 

Packing of.2(c), 14,15, 16 

Samples for Laboratory Examinations.5(a), 6, 14, 15, 16 

Express Cars, Occupied by Messenger, No Placards Required. 66 

Sealed, in Freight trains must be Placarded. 67 

Extracts, Liquid Flavoring.34, 36, 37, 38, 39, 61, 62 


Fiberloid Scrap. 

In Sheets. 

Fires, Reports of. 

Firecrackers. 

Fireworks. 

Common. 

Special. 

Flash Point of Inflammable Liquids 

Forbidden Articles. 

Explosives.. 

Fulminate. \.... 

Of Mercury. 

Fuzes. 

Percussion. 

Safety. 

Tracer. 

Time. 

Combination. 


. 4(w) 

34, 35, 36, 40, 41, 43(b), (c), 61, 62 

. 73 

.4(a), 12, 13 

.4(4k to p), 5(j), 11 

.5(j), 12, 25(a), 26, 27, 28 

.5(j), 13, 25(b), 26, 27, 28 

.29, 37, 38 

. 4 

....General Notice II, 4(i), 4(q) 

. 4(e) 

. 4(e) 

. 4(h) 

.5(e), 8, 18, 23, 24 

.5(g), 9(a), 22, 24 

.5(e), 8, 23, 24 

.5(f), 8, 18, 23, 24 

.5(f), 23, 24 


Gas Drips (Hydrocarbon).•.34, 36, 37, 38, 39, 61, 62 

Gasoline.34, 36, 37, 38, 39, 61, 62 

Government Shipments. 4 

Gun Cotton. 4(b) 

Handling of Express or Baggage Cam in Freight Trains. 67 

Packages.65, 66, 71, 72 

High Explosives. 4(b) 

High Wines (Alcohol).34, 36, 37, 38, 39, 61, 62 


Import Shipments. 2 

Inflammable Liquids. 29 

Limit of Quantity. 37 

Packages must not be entirely filled.38(a), (b) 

Containers for. 39 


























































480 


paragraph. 

Inflammable Solids. . ....30, 40, 41 

Limit of Quantity. 40 

Packing of. 41 

Insecticide, (Vermin Exterminator), Liquid.34, 36, 37, 38, 39, 61, 62 

Instruction of Employees.General Notice G 


Kegs or Boxes, High Explosive, Empty, Second Hand 


4(v) 


Labels. 

Lacquer. 

Lead, Nitrate of. 

Leaking and Damaged Packages 

Liquid Nitroglycerin. 

» 

Liquefied Petroleum Gas. 

List of Principal Dangerous Articles 

Loading Packages in Cars. 

Low Explosives. 


.1, 16, 28, 60, 62. 63, 71 

.34, 36, 37, 38, 39, 61, 62 

.34, 35, 36, 48. 49, 50, 61, 62 

. 4(t) 

. 4(j) 

34, 36, 37, 38(h), 39, 57, 58, 59, 61, 62 

. 34 

. 66 

.4(a) 


Marking Shipments. 

Matches, “Strike on Box”.. 

“Strike Anywhere”. 

Must not be Packed with Other Articles 

Metal Fulminate. 

Moving Picture Films. 


General Notice B, 1, 2(b), 35(d), 68, 69 

.34, 35, 36, 40, 41, 46, 47, 61, 62 

.34, 35, 36, 40, 41, 46, 47, 61, 62 

. 47(b) 

. 4(e) 

.34, 35, 36, 40, 41, 43, 61, 62 


Naphtha. 

Naphtha Distillate. 

Nitrates, N, O. S. 

Nitrate of Ammonia Powders. 

Nitrate of Soda. 

Nitrite of Soda. 

Nitrocellulose, Dry. 

Wet with Solvent. 

Wet with 20% Water. 

Nitroglycerin Explosives (Dynamite) 

Nitrostarch, Dry. 

Wet with 20% Water. 

Not Dangerous Articles, Marking of. 


.34, 36, 37, 38, 39, 61, 62 

.34, 36, 37, 38, 39, 61, 62 

.34, 35, 36, 48, 49, 50, 61, 62 

. 4(b) 

.34, 35, 36, 48, 49, 50, 61, 62 

.34, 35, 36, 48, 49, 50, 61, 62 

. 4(b) 

.34, 36, 37, 38. 39, 44, 61, 62 

34, 36, 37, 38, 39, 40, 41, 44, 61, 62 

. 4(b) 

. 4(b) 

34, 36, 37, 38, 39, 40, 41, 44, 61, 62 
. 34(c) 


Oil, N. O. S. 

On Hand Shipments, Disposition of 

Outage, Inflammable Liquids. 

Oxidizing Material. 


_34, 36, 37, 38, 39, 61, 62 


. 72 

. 38 

31, 48, 49, 50 


Packing of Explosives. 

Packing, Dangerous Articles Other than Explosives 

Paints. 

Aluminum, Bronzing or Gold. 

Penalties. 

Pentane. 

Perchlorate of Ammonium. 

Of Potash. 

Percussion Caps. 

Fuzes. 

Permanganate of Potash. 

Petroleum, Crude, (Crude Oil). 

Naphtha. 

Phosphorus, White and Yellow. 

Trichloride. 

Pecrates, Dry. 

Picric Acid, Dry. 

Wet with 10% Water. 

Placards on Express or Baggage Cars. 


..2(c), 14, 15, 16, 17 to 25 

.35, 36 

-34, 36, 37, 38, 39, 61, 62 

-34, 36, 37, 38, 39, 61, 62 

.General Notice B 

-34, 36, 37, 38, 39, 61, 62 

,34, 35, 36, 48, 49, 50, 61, 62 
34, 35, 36, 48, 49, 50, 61, 62 

.8, 17, 20, 21, 23, 24 

.5(e), 8, 18, 23, 24 

34, 35, 36, 48, 49, 50. 61, 62 

-34, 36, 37, 38, 39, 61, 62 

-34, 36, 37, 38, 39, 61, 62 

.4(w), 42(b) 

34, 35, 36, 51, 52, 53, 61, 62 

. 4(b) 

. 4(b) 

34, 35, 36, 40, 41, 44, 61, 62 

.66, 67 


























































481 


Polish, Metal Liquid. 

Stove, Liquid. 

Potash, Bromate. 

Chlorate of. 

Nitrate of.. 

N. O. S. 

Potassium, Metallic. 

Sulphide, Fused and Ground 

Primers, Cannon. 

Small Arms. 

Projectiles, Explosives. 

Pyralin in Sheets. 

Pyralin Scarp. 

Pyroxyiin Scrap. 

In Sheets. 

Solution. 


PARAGRAPH. 

.34, 36, 37, 38, 39, 61, 62 

.34, 36, 37, 38, 39, 61, 62 

.34. 35, 36, 48. 49, 50, 61, 62 

.34, 35, 36, 48, 49, 50, 61, 62 

.34, 35, 36, 48, 49, 50, 61, 62 

.34, 35, 36, 48, 49, 50, 61, 62 

.34, 35, 36, 40, 41, 42, 61, 62 

.34, 35, 36, 40, 41, 42, 61, 62 

.5(d), 8. 17, 21, 23, 24 

.5, 8, 17, 18, 19, 21, 23, 24 

. 4(i) 

34, 35, 36, 40, 41, 43(b), (c). 61, 62 

. 4(w) 

. 4(w) 

34, 36, 37, 38, 39. 43(b), (c), 61, 62 

34, 36, 37, 38, 39, 43(b), (c), 61, 62 


Rags, Oily. 4(u) 

Wet, Forbidden. 4(u) 

Receipt must be issued to Shipper. 63 

Reports of Violations, Fires, Accidents. 73 


Rubber Scrap, Shoddy, Regenerated or Reclaimed . .34, 35, 36, 40, 41, 42(c), 61, 62 


Safety Devices on Cylinders.58. 59 

Safety Fuse.5(g), 9(a), 22, 24 

Safety Squibbs.5(i), 10, 22, 24 

Saltpeter in Bags.34, 35, 36, 48, 49, 50, 61, 62 

Samples of Explosives for Laboratory Examination.5(a), 6, 14, 15, 16 

Scrap, Celluloid, Fiberloid, Pyralin, Pyroxylin, Viscoloid, Zylonite.4(w) 

Second Hand High Explosive Boxes and Kegs. 4(v) 

Shellac, Varnish.34, 36, 37, 38, 39, 61, 62 

Shipments, Must be Handled Carefully. 65 

Loaded in Messenger’s Car on Passenger Trains. 66 

Keep away from Steam Pipes and Heat. 66 

Must not be Accepted unless Properly Marked, Labeled and Certified.68, 69 

In Transfer must Comply with Regulations. 70 

Astray, Handling of. 71 

On Hand, Delivery of. 72 

Shippers Duties and Responsibilities.General Notice A, B, C, G, 1, 60 

Shipping Container Specifications.Pages 511 to 618 

Small Arms Ammunition.5(b), 7, 17, 21, 23, 24 

Smokeless Powder for Cannon. 4(c) 

For Small Arms. 4(d) 

Soda, Chlorate of.54, 35, 36, 48, 49, 50, 61, 62 

Nitrate of.54, 35, 36, 48, 49, 50, 61, 62 

Nitrite of.54, 35, 36, 48, 49, 50, 61, 62 

Sodium, Metallic.54, 35, 36, 40, 41, 42(a), 61, 62 

Peroxide.54, 35, 36, 48, 49, 50, 61, 62 

Sulphide (Fused and Ground).34, 35, 36, 40, 41, 42(d), 61, 62 

Solids, Inflammable. 50 

Packing of.55, 36,-40 to 67 

Special Fireworks.5(j), 13, 25(b), 26, 27, 28 

Strontia, Nitrate of.;.54, 35, 36, 48, 49, 50, 61, 62 

Sulphur, Chloride of.54, 35, 36, 51, 52, 53, 61, 62 

Supplies, Carriers’.General Notice E 


Tracer Fuzes.5(e), 8, 23, 24 

Tests for Containers of Dangerous Articles. 36 

Time Fuzes.5(f), 8, 18, 23, 24 

Tin, Bichloride Liquid, (Tetrachloride of).34, 35, 36, 51, 52, 53, 61, 62 

Toluol, (Toluene).54, 36, 37, 38, 39, 61, 62 

Torpedoes, Toy.4(o), 13 




























































482 


Trinitrotoluol, Dry. 

(Wet with 10% Water) 


PARAGRAPH. 

.•' 4(b) 

34, 35, 36, 40, 41, 44, 61, 62 


Varnish.34, 36, 37, 38, 38(g), 61, 62 

Violations, Reports of. 73 

Viscoloid in Sheets.34, 35, 36, 40, 41, 42,(b), (c), 61, 62 

Scrap. 4(w) 

Waste, Cotton Oily. 4(u) 


Zinc Flue Dust. . . 

Zylonite. 

In Sheets.... 


.34, 35, 36, 40, 41, 61, 62 

. 4(w) 

.34, 35, 36, 40, 41, 43(b), (c), 61, 62 











Adams Express Company. 

American Express Company. 

Canadian Express Company. 

(In United States only.) 

Canadian Northern Express Company. 

(In United States only.) 

Globe Express Company. 

Great Northern Express Company. 

National Express Company. 

New York & Boston Despatch Express Company. 
Northern Express Company. 

Southern Express Company. 

Wells Fargo & Company Express. 

Western Express Company. 


RULES 

FOR THE 

TRANSPORTATION OF EXPLOSIVES AND OTHER 
DANGEROUS ARTICLES BY EXPRESS. 


NOTICE. 

The following rules are prescribed in order to make 
effective the Interstate Commerce Commission Regulations 
for the Transportation of Explosives and Other Dangerous 
Articles by Express, published July 2, 1914, effective October 
1, 1914. 

It is necessary for express employes and shippers of dan¬ 
gerous articles to become familiar with their specific duties. 
The paragraphs referred to in the following rules should 
be studied carefully. 

RULES. 

Superintendents, Inspectors, Special Agents, Route 
Agents, Assistant Route Agents and Agents should study 
carefully the regulations. They will be held responsible respec¬ 
tively, for the proper instruction of the employes under them, and 
for their compliance with the regulations. 

The following-mentioned paragraphs have specific reference 
to the duties devolving on the employes in the various classes 
named: 

Employes Receiving Express. General Notice A, B, C, E. 
General Rules 1, 2, 4, 5, 6, 14 to 28, 34 to 54, 57 (a) ( i ) 58 to 60, 62, 
63, 65, 66, 68, 69, 70, 73. 

Employes Loading and Unloading Express. 

65, 66, 67, 70, 71, 73. 


General Rules 




484 


A. It. A. Rules—Treimportation of Explosives and Other Dangerous 

Articles by Express. 


Empl oyes Delivering Express. General Rules 65, 66, 70, 71, 
72, 73. 

Messengers (including Joint Baggage and Express Men 
and Train Checkers). General Rules 4, 5(a), 65, 66, 71, 73. 

Violations of the regulations and accidents, fires, or explosions 
occurring in connection with the transportation or storage of ex¬ 
plosives or other dangerous articles on express companies’ or car¬ 
riers’ property, must be reported promptly to the proper official, 
who will forward reports to the Chief Inspector, Bureau of Ex¬ 
plosives, 30 Vesey Street, New York City. 

Inspectors of the Bureau of Explosives are furnished with a red 
credential card bearing thereon their photographs and an impression 
of the Bureau seal, and in the following form: 


Bureau for the Safe Transportation of Explosives 
and Other Dangerous Articles. 


THE AMERICAN RAILWAY ASSOCIATION 


PHOTO 


CLliisi rrrtitirii tljat 


Mr. 

IS AN INSPECTOR OF THIS BUREAU 


Dated at 30 Vesev Street. 
New York, N. Y. 


19 1 


Chief Inspector 


Inspectors presenting this credential card properly signed, are 
authorized to inspect everything pertaining to the transportation, 
handling and storing of explosives or dangerous articles other than 
explosives, and should be given full opportunity to do so, and all 
necessary assistance in the performance of their duties. 











485 


REGULATIONS 

FOR THE 

Transportation of Explosives and Other Danger¬ 
ous Articles by Express. 

Prescribed under act of Mar. 4, 1909, and sec. 15 of the act to regulate commerce as 
amended June 18, 1910. Originally formulated and published Jan. 1, 1912, effective 
Mar. 31, 1912. Revision formulated and published July 2, 1914. Effective on October 
1, 1914 and superseding the regulations published January 1, 1912. 


GENERAL NOTICE. 

A. Special precautions are necessary in preparing for ship¬ 
ment by express packages of explosives and other dangerous articles. 
Any failure of the shipper or of a carrier to perform the duties 
imposed upon him in this respect may be the actual or contributory 
cause of a serious accident or fire. 

B. Sections 235 and 236 of the act of March 4, 1909, require 
the shipper of explosives or other dangerous articles to describe 
and mark his package properly, and to inform the agent of the 
carrier of the true character of the contents. Heavy penalties 
are provided for the shipper who knowingly offers for transportation 
a dangerous article without complying with these requirements, 
as well as for the carrier that knowingly transports it. 

C. To promote the uniform enforcement of the law and to 
provide for the safe transportation by express service in interstate 
commerce of such explosives and other dangerous articles as can 
be transported legally and safely on passenger trains, the following 
regulations are prescribed to define these articles for express trans¬ 
portation purposes, to state the precautions that must be observed 
by the shipper in preparing them for shipment and by the express 
carrier in handling them while in transit. 

D. The Bureau for The Safe Transportation of Explosives 
and Other Dangerous Articles, hereinafter called Bureau of Ex¬ 
plosives, organized by the railways under the auspices of the Amer¬ 
ican Railway Association, is an efficient bureau in charge of an 
expert chief inspector. This bureau will make inspections and 
conduct investigations, and will confer with manufacturers and 
shippers and express carriers with a view of determining what 
specifications and regulations will, within reasonable limits, afford 
the highest degree of safety in packing and preparing dangerous 
articles for shipment and in transporting the same. The Com¬ 
mission will seek to avail itself of the expert knowledge thus devel- 



486 


Regulations—Transportation of Explosives and other Dangerous Articles 

by Express. 

oped and in formulating amendments to these regulations, while 
not bound thereby, will give due weight to such expert opinions. 

E. These regulations apply to all shipments of explosives or 
other dangerous articles as defined herein, including carriers’ ma¬ 
terial and supplies. 

F. Shipments of dangerous articles which under these regu¬ 
lations may be transported by express, and which under individual 
carriers’ regulations are transported as baggage on passenger trains, 
must be packed, marked, and labeled as prescribed herein for ex¬ 
press shipments. 

G. Express carriers that are subject to the act to regulate 
commerce and shippers must make these regulations effective, 
and must provide for the thorough instruction of their employees 
therein. Express carriers must not recieve shipments of articles 
defined as dangerous by these regulations when the shipments are 
not packed, marked, labeled, described, and certified as prescribed 
herein. 

H. Explosives and other dangerous articles the transportation 
of which by passenger trains is prohibited by law must not be 
offered for shipment. The method of manufacturing and packing 
articles defined as dangerous by these regulations, so far as it af¬ 
fects safe transportation, must be open to inspection by a duly 
authorized representative of the initial carrier, or of the Bureau 
of Explosives. 


GENERAL RULES. 

1. All shipments of articles subject to these regulations offered 
for transportation by express in interstate commerce must be 
properly described by the shipper, and the proper and definite 
name of the dangerous article must be marked on the outside of 
the package, in addition to the labels required herein. 

2. (a) Articles for which detailed instructions for packing 
are not given herein must be securely packed in containers strong 
enough to stand without rupture or leakage of contents a drop of 
4 feet to solid brick or concrete. 

(6) Whenever orders are placed in foreign countries for the 
importation of dangerous articles to be forwarded from port of 
entry by express, the importer must furnish with the order to the 
foreign shipper and also to the forwarding agent at the port of 
entry, full and complete information as to the necessary packing, 
marking, and labeling required by these regulations. The for¬ 
warding agent must see that the packages are properly packed, 
marked, and labeled. 

(c) Unless specifically authorized by these regulations, ac¬ 
ceptable explosives must not be packed in the same outside pack¬ 
age with each other or with other articles. 


487 


Regulations Transportation of Explosives and other Dangerous Articles 

by Express. 

INFORMATION AND DEFINITIONS. 

GROUPING. 

3. For transportation by express, explosives and other dangerous 
articles are divided into the following groups: 

1. Forbidden articles. 

2. Acceptable explosives. 

3. Acceptable dangerous articles. 

GROUP 1.—FORBIDDEN ARTICLES. 

4. Except when shipped by the War or Navy Department of 
the United States Government in time of war or of threatened war, 
the following articles must not be shipped by express, except as pro¬ 
vided in section 232 of the Act of March 4th, 1909. (See par. 5, (a) ): 

(а) Low explosives or black powder. 

(б) High explosives, including nitroglycerin explosives, chlorate 
powders, nitrate of ammonia powders, dry picric acid, 1 dry picrates, 
dry nitrocellulose (gun cotton, negative cotton), dry nitrostarch 
or dry trinitrotoluol. 

(c) Smokeless powder for cannon. 

( d ) Smokeless powder for small arms, except in ammunition 
for small arms. 

(e) Fulminate of mercury or of any other metal, except in 
manufactured products not forbidden. 

(/) Blasting caps, including electric blasting caps. 

(g) Ammunition for cannon, with or without projectiles. 

( h) Detonating fuzes. 

(i) Explosive projectiles. 

( j ) Liquid nitroglycerin. 

(k) Fireworks that combine an explosive and a detonator or 
blasting cap. 

(l) Fireworks containing a match tip or head, or similar igniting 
point or surface, unless each such individual tip, head, igniting 
point, or surface is entirely covered and securely protected from 
accidental contact or friction with any other surface. 

( m ) Fireworks that ignite spontaneously or undergo marked 
decomposition, when subjected for 48 consecutive hours to the 
temperature of 75° C. (167° F.). 

(n) Firecrackers whose dimensions exceed 5 inches in length 
or % inch in diameter, or whose explosive charges exceed 45 grains 
each in weight. 


x Picric acid for medicinal purposes, and not exceeding 4 ounces in one outside 
package, may be shipped without other restrictions when in securely closed glass 
bottles, properly cushioned to prevent breakage. 



488 


Regulations—Transportation of Explosives and other Dangerous Articles 

by Express. 

(o) Toy torpedoes exceeding l}/£ inches in diameter, or toy 
caps containing more than an average of thirty-five-one hundredths 
of a grain of explosive composition per cap. 

( p ) Fireworks that can be exploded en masse by a blasting 
cap placed in one of the units, or by impact of a rifle bullet, or 
otherwise. 

( q ) Explosives or other dangerous articles properly condemned 
by the Bureau of Explosives, (except properly repacked samples 
for laboratory examination). 

(r) Outside packages containing in the same compartment 
interior packages the mixture of whose contents would be liable 
to cause a dangerous evolution of heat, gas, or corrosive materials. 

(s) Cylinders containing gases capable of combining chemically. 

( t ) Packages containing a dangerous article in a leaky condition, 
or in such an insecure condition as to make leakage probable dur¬ 
ing transit. 

(u) Rags or cotton waste oily with more than 5 per cent of 
animal or vegetable oil, or wet rags. 

( v ) Boxes or kegs that have been previously used for high 
explosives must not be again used for shipments of any character. 

( w ) Carbon bisulphide, pyroxylin scrap (celluloid, fiberloid, 
pyralin, viscoloid, zylonite, etc., scrap), charcoal screenings, and 
white or yellow phosphorus except as provided in paragraph 42 (6). 

GROUP 2.— ACCEPTABLE EXPLOSIVES. 

5. The following explosives may be accepted for transportation 
by express, when offered in compliance with these regulations: 

(a) Samples of explosives for laboratory examination, 

when properly packed and not exceeding a net weight of 3^ pound 
for each sample, and not exceeding 20 such samples at one time in 
a single vessel or vehicle. (See pars. 4, 6, and 14.) 

(b) Small-arms ammunition. 

(c) Small-arms primers. 

( d ) Cannon primers. 

(e) Percussion fuzes, including tracer fuzes. 

if) Time or combination fuzes. 

(g) Safety fuse. 

( h ) Cordeau detonant. 

(i) Safety squibs. 

(j) Common fireworks and special fireworks, except when 
forbidden. (See par. 4.) 


489 


Regulations I ransportation of Explosives and other Dangerous Articles 

by Express . 

DEFINITIONS OF ACCEPTABLE EXPLOSIVES. 

6. I he only samples of explosives that can lawfully be shipped 
by express are those intended for examination in a laboratory 
and not intended for use or demonstration. 

/. Small-arms ammunition (such as is used in sporting or 
fowling pieces or in rifle or pistol practice, etc.) consists usually of a 
paper or metallic shell, the primer, and the powder charge—with 
or without shot or bullet—the materials necessary for one firing 
being all in one piece. 

8. Percussion and time fuzes and primers are devices used 
to ignite the black powder bursting charges of projectiles or the 
powder charges of ammunition. For small-arms ammunition 
the primers are usually called “small-arms primers" or “percussion 
caps." Tracer fuzes consist of a device which is attached to a 
projectile and contains a slow-burning composition, to show the 
flight of projectiles at night. 

9. (a) Safety fuse consists ordinarily of a core of granular 
black powder, which is surrounded by yarn, tape, pitch, rubber, 
etc. 

b. Cordeau detonant is a fuse containing trinitrotoluol as¬ 
sembled in a drawn lead tube. 

10. Safety squibs are small paper tubes containing a small 
quantity of black powder, one end of each tube being twisted and 
generally tipped with sulphur. 

11. Fireworks include everything that is designed and manu¬ 
factured primarily for the purpose of producing a visible or audible 
pyrotechnic effect by combustion or by explosion. They consist 
of common fireworks and special fireworks. 

12. Common fireworks include all that depend principally 
upon nitrates to support combustion, and not upon chlorates; that 
contain no phosphorus and no high explosive sensitive to shock or 
friction; that produce their effect through color display rather than 
by loud noises. If noise is the principal object, the units must 
be small and of such nature and manufacture that they will ex¬ 
plode separately and harmlessly, if at all, when one unit is ignited 
in a packing case. They must not be designed for ignition by 
shock or friction. Examples are Chinese firecrackers, Roman 
candles, pin wheels, colored fires, rockets, serpents, railway fusees, 
flash powders, etc. 

13. Special fireworks include all that contain any quantity 
of phosphorus, a fulminate, or other high explosive sensitive to 
shock or friction; or that contain units of such size that the ex¬ 
plosion of one while being handled would produce a serious injury; 
or that require a special appliance or tool, mortar, holder, etc., 
for their safe use; or that are designed for ignition by shock or 


490 


Regulations—Transportation of Explosives and other Dangerous Articles 

by Express. 

friction. Examples are giant firecrackers, bombs, and salutes 
not forbidden by paragraph 4, toy torpedoes and caps, ammunition 
pellets fired in a special holder, railway torpedoes, etc. 

PACKING AND MARKING OF ACCEPTABLE 

EXPLOSIVES. 

14. Packing. —Samples of explosives for laboratory examination 
must be placed in well-secured metal cans or glass bottles, or in 
strong waterproof paper or cardboard packages, containing not 
more than pound each, and the interior package must be placed 
in dry sawdust or similar cushioning material in a strong and tight 
wooden box, with ends not less than 1 inch thick, and top, bottom, 
and sides not less than Y inch thick when a nailed box is used,, 
or with ends, top, bottom, and sides not less than Y inch thick 
when of lock-cornered construction. 

15. Weight. —Not more than 20 half-pound samples of ex¬ 
plosives for laboratory examination may be placed in one outside 
box or transported at one time. 

16. Marking. —Each outside package containing samples of 
explosives for laboratory examination must have securely and 
conspicuously attached to it a square, red certificate label meas¬ 
uring 4 inches on each side and bearing in black letters the following: 


3 

n 

tr 


--- 

RED LABEL FOR SAMPLES OF EXPLOSIVES. 
(reduced size.) 


4 Inches 


EXPLOSIVE 

Sample for Laboratory 
Examination 

HANDLE CAREFULLY 
KEEP FIRE AWAY 

This I* to certify that the above artlolea are properly deserlbed 
by name and are packed and marked and are In proper oondttlen for 
transportation, according to the regulatlona prescribed by the Inter* 
state Commerce Commission. 

isMfifitr't Namt.) 














491 


Regulations Transportation of Explosives and other Dangerous Articles 

by Express. 


PACKING AND MARKING OF SMALL-ARMS AMMUNITION, 
PRIMERS, FUZES, SAFETY FUSE, AND 
SAFETY SQUIBS. 


17. Small-arms ammunition must be packed in pasteboard 
or other boxes, and these pasteboard or other boxes must be packed 
in strong outside wooden or metal containers. Small arms am¬ 
munition, in pasteboard or other boxes and in quantity not exceeding 
a gross weight of 75 pounds, may be packed with nonexplosive and 
noninflammable articles, and with small-arms primers or percussion 
caps, provided the outside wooden or metal package is plainly 
marked “SMALL-ARMS AMMUNITION.” 

18. Primers and percussion and time fuzes must be packed 
in strong, tight, wooden or metal containers, with special provision 
for securing individual packages of primers and fuzes against move¬ 
ment in container. 

19. Small-arms primers containing anvils must be packed 
in cellular packages with partitions separating the layers and col¬ 
umns of primers, so that the explosion of a portion of the primers 
in the completed shipping package will not cause the explosion 
of all of the primers. 

20. Percussion caps may be packed in metal or other boxes 
containing not more than 500 caps, but the construction of the 
cap and the kind and quantity of explosives in each must be such 
that the explosion of a part of the caps in the completed shipping 
package will not cause the explosion of all of the caps. 

21. Small-arms primers and percussion caps may form a 
part of the gross weight of 75 pounds of small-arms ammunition that 
may be packed with other articles as authorized by paragraph 17. 

22. Safety fuse, cordeau detonant, and safety squibs must 
be packed in strong, tight wooden boxes or barrels. 

23. Weight. —The gross weight of one outside package con¬ 
taining small-arms ammunition, primers, percussion caps, or per¬ 
cussion or time fuzes must not exceed 150 pounds. 

24. Marking. —Each outside box must be plainly marked 
“SMALL-ARMS AMMUNITION,” or “SMALL-ARMS PRIM¬ 
ERS—HANDLE CAREFULLY,” or “PERCUSSION CAPS— 
HANDLE CAREFULLY,” or “CANNON PRIMERS—HAN¬ 
DLE CAREFULLY,” or “COMBINATION PRIMERS— 
HANDLE CAREFULLY,” or “PERCUSSION FUZES— 
HANDLE CAREFULLY,” or “COMBINATION FUZES— 
HANDLE CAREFULLY,” or “TRACER FUZES—HANDLE 
CAREFULLY,” or “SAFETY FUSE,” “CORDEAU DETON¬ 
ANT” or “SAFETY SQUIBS,” etc. 

PACKING AND MARKING OF FIREWORKS. 


25. (a) Common fireworks must be in a finished state, ex¬ 

clusive of mere ornamentation, as supplied to the retail trade, 
and must be securely packed in strong, tight, spark-proof wooden 


492 


Regulations—Transportation of Explosives and other Dangerous Articles 

by Express. 

barrels complying with specification No. 11, or in wooden boxes 
complying with specification No. 12A. 

(b) Special fireworks must be in a finished state, exclusive 
of mere ornamentation, as supplied to the retail trade, and must 
not contain forbidden explosives. (See par. 4.) They must be 
packed in strong, spark-proof wooden barrels that comply with 
specification No. 11 or in wooden boxes that comply with specifica¬ 
tion No. 12. 

26. Weight. —The gross weight of one outside package con¬ 
taining common fireworks must not exceed 200 pounds, and the 
gross weight of one outside package containing special fireworks 
must not exceed 100 pounds; the gross weight of an outside package 
containing only toy torpedoes must not exceed 65 pounds. 

27. Marking. —All outside boxes or barrels containing common 
fireworks must be plainly marked "COMMON FIREWORKS— 
KEEP FIRE AWAY,” and all outside boxes or barrels containing 
special fireworks or a mixture of common and special fireworks 
must be plainly marked “SPECIAL FIREWORKS—HANDLE 
CAREFULLY—KEEP FIRE AWAY,” in letters not less than 
Ye inch in height. 

28. Label. —Each outside package containing common or 
special fireworks must have securely and conspicuously attached 
to it a square, red certificate label measuring 4 inches on each side 
and bearing in black letters the following: 

- 4 inches -i 


3 

n 

3- 

n 

CP 


FIREWORKS 


HANDLE CAREFULLY 
KEEP FIRE AWAY 
DO NOT DROP NOR THROW 


This package must not be loaded op 
stored near steam pipes or 
other source of heat 


Tkll la ta certify that the abova article* arc properly dosarlbed 
by aame and are packed and marked and are In preper eendltloa far 
transportation, according ta tha regulations preserlbed by the Inter. 
State Commerce Commission. 

(ShitfHr't 


RED LABEL FOR FIREWORKS. 
(reduced size.) 















493 


Regulations—Transportation of Explosives and other Dangerous Articles 

by Express. 

GROUP 3.— ACCEPTABLE DANGEROUS ARTICLES OTHER 

THAN EXPLOSIVES. 

Definitions. 

INFLAMMABLE LIQUIDS-RED LABEL. 

29. This group includes any liquid or liquid mixture that gives 
off inflammable vapors (as determined by flash point from Taglia- 
bue’s open cup tester as used for test of burning oils) at or below 
a temperature of 80° F. 

INFLAMMABLE SOLIDS-YELLOW LABEL. 

30. This group includes all substances other than those classified 
as explosives that are liable under conditions incident to trans¬ 
portation to cause fires by self-ignition through friction, through 
absorption of moisture, or through spontaneous chemical changes. 

OXIDIZING MATERIALS-YELLOW LABEL. 

31. This group includes all substances such as chlorates, per¬ 
manganates, peroxides, and nitrates, that yield oxygen readily 
to stimulate the combustion of organic matter. 

CORROSIVE LIQUIDS—WHITE LABEL. 

32. This group, including the strong mineral acids (in strength 
greater than one-fourth concentrated, i. e., 23 per cent sulphuric, 
17 per cent nitric, 10 per cent hydrochloric), and other strongly 
corrosive liquids that are liable to cause fires when mixed with 
chemicals or with organic matter, or are liable, in case of leakage 
from their shipping containers, to damage other freight materially. 

COMPRESSED GASES—RED OR GREEN (GAS) LABEL. 

33. This group includes all inflammable or noninflammable 
gases assembled for shipment under pressure exceeding 25 pounds 
per square inch, except when such gases are in cylinders or tubes 
not exceeding % inch outside diameter and of not more than 4 
fluid ounces water capacity. 


LIST OF PRINCIPAL DANGEROUS ARTICLES 
OTHER THAN EXPLOSIVES. 

34. (a) The following list shows the names of well-known 

articles other than explosives in general use, that are dangerous; 
the kind of label required for outside packages and the quantities 
that may be shipped in one outside package by express. 

(6) When a shipment described by and marked with a definite 
and proper name not in the following list is defined as a dangerous 
one by paragraphs 29, 30, 31, 32, and 33, the shipper must inform 
the express carrier of the fact by use of the proper label, and must 
give the certificate prescribed herein. 


494 


Regulations—Transportation of Explosives and other Dangerous Articles 

by Express. 

(c) When articles other than explosives described by names 
in the following list marked with (*), are not dangerous under 
the regulations, the shipper must plainly mark or stencil on each 
outside package containing such articles the proper and definite 
name of the article and the words “NOT DANGEROUS,” or 
affix a white rectangular label measuring 2 by 4 inches, bearing- 
in black letters the words “NOT DANGEROUS.” 

(d) When dangerous articles other than explosives requiring 
red labels are shipped in the same outside package with dangerous 
articles requiring yellow or white labels, the outside package must 
be labeled with the red label only. The marking and description 
must be that of the inflammable liquid present in largest quantity. 

(e) When several dangerous articles are placed in one outside 
package without violating these regulations, the combined quantit}^ 
of any one group must not exceed the lowest limit prescribed for 
any one of the articles of that group that is included. 


495 


Regulations Transportation of Explosives and other Dangerous Articles 

by Express. 


LIST OF PRINCIPAL DANGEROUS ARTICLES OTHER THAN EXPLOSIVES 


Names of dangerous articles. 


( 1 ) 


•Acetate, amyl. 

Acetate, ethyl. 

Acetate, methyl. 

Acetone (ethyl methyl ketone). 

Acid, hydrochlorio (muriatic). 

Acid, hydrofluoric.. 

Acid, nitrating (mixed acid). 

Acid, nitric.. 

Acid, sulphuric.. 

Alcohol.. 

Alcohol, denatured. 

Alcohol, wood... 

Ammonium perchlorate. 

Barium, chlorate of. 

Barium, nitrate of. 

Barium peroxide (binoxide, dioxide) .... 
Batteries, storage (charged with acid) .. 

Benzol (benzene). 

Benzine.. 

Bromine. 

Bronzing liquid . 

Calcium phosphide. 

Cement, leather.. 

•Cement, liquid, n. o. s. 

•Cement, roofing, liquid.... 

Cement, rubber. 

Charcoal, wood, ground or pulverized... 

Charcoal, wood, lump. 

•Chemicals. 

Do. 

Do. 

Do. 

Chlorates, n. o. s. 

Chloride of phosphorus . 

Chlorides, anhyarous, liquid. 

Chloride of sulphur. 

•Cleaning fluid (or liquid). 

•Coal-tar light oil. 

•Coal-tar naphtha. 

Collodion. 

Cologne spirits (alcohol). 

Columbian spirits (alcohol, wood). 

•Compounds, paint or varnish removing, liquid 

•Compounds, polishing, liquid. 

•Compounds, type cleansing, liquid. 

•Compounds, vulcanizing, liquid.. 

Do. 

Corrosive liquids n. o. s... 


•Distillate . 

•Dressing, leather. 

•Driers, paint or japan. 

•Drugs. 

Do. 

Do. 

Do. 

Electrolyte. 

•Eradicators, paint or grease, liquid. 

Ether... 

Ethyl chloride... 

•Extracts, liquid (flavoring). 

Gas drips (hydrocarbon). 

Gases compressed: 

Acetylene. 

Air, compressed... 

Anhydrous a mmonia. 

Blaugas. 

Carbonic acid. 

Chlorine. 

Coal Gas. 

Dental. ...... 

Hydrogen. 

Liquefied petroleum gas.. 

Oxygen. 

Pintsch... 

Sulphur dioxide. 

Compressed gases n. o. s . 

Gasoline... 

High wines (alcohol). 

•Insecticide (vermin exterminator), liquid. . . 

Lacquer. 

Lead, nitrate of. 

Liquefied petroleum gas. 

Matches, "strike on box”. 

Matches, “strike anywhere" .. 

•Moying-picture films. 

Naphtha...... 

•Naphtha distillate. 


Group names and flash points: 
Inf. L.-Inflammable liquid; 
Inf. S.-Inflammable solid; 
Oxi. M.-Oxidizing material; 
Cor. L.-Corrosive liquid; 
Comp. G.-Compressed gas. 


Kind of label 
required 


(2) 


o y 

Inf. L...... 

70-80 

... .do. . . 

40 

....do. 

40 

....do. 

35 

Cor. L. 


....do. 


.... do. 


.... do. 


.... do. 


Inf. L. 

57-65 

.... do. 

40-60 

.... do. 

45 

Oxi. M. 


....do . 


....do. 


. . . „do. . . 


Cor. L. 


Inf. L. 

20 

.... do.... . 

to 

Cor. L. 


Inf. L. 

0-70 

Inf. S. 


Inf. L. ;_ 

to 

.... do. 

0-80 

.... do. 

0-80 

....do. 

to 

Inf. S. 


.... do. 


Inf. L. 

0-80 

Inf. S. 


Oxi. M. 


Cor. L. 


Oxi. M. 


Cor. L. 


.... do. 


.... do. 


Inf. L. 

0-80 

.... do. 

0-80 

....do. 

0-80 

.... do. 

to 

.... do. 

60 

.... do. 

45 

....do. 

0-80 

....do. 

0-80 

....do. 

0-80 

.... do. 

0-80 

Cor. L. 


... .do. 


Inf. L. 

0-80 

....do. 

0-80 

....do. 

0-80 


0-80 

Inf. S. 



Cor. L. 


....do .... 


Inf. L. 

0-80 

.... do.... . 

to 

....do . 

to 

.... do .... * 

20-80 

....do . 

to 

Comp. Gas. . 


... .do.!.... 


....do.,J.. 






....do. 


















Inf. L. 

to 

....do. 

60-80 

.... do. 

0-80 

....do. 

0-80 

Oxi. M. 


Inf. L. 

to 

Inf. S. 






Inf. L. 

to 

do. 

0-80 


(3) 


Red. 

....do. 

....do. 

.... do. 

White. 

....do. 

.... do.'.... 

.... do... 

... .do. 

Red. 

....do..v. 

....do . 

Yellow. 

....do. 

... .do...... 

...-do . 

White. 

Red. 

.... do. 

White. 

Red. 

Yellow. 

Red. 

... .do. 

....do. 

....do . 

Yellow. 

.... do. 

Red. 

Yellow. 

....do . 

White. 

Yellow. 

White. 

.... do. 

....do. 

Red. 

....do. 

....do. 

....do. 

....do. 

....do. 

....do. 

....d.. 

.... do. 

... .do. 

White. 

....do . 

Red. 

.... do. 

....do. 

.... do. 

Yellow. 

....do . 

White. 

... .do. 

Red. 

.... do. 

....do. 

....do. 

....do . 

Red (gas). 

Green (gas). 

.... do. 

Red (gas). 

Green (gas). 

.... do. 

Red (gas). 

Green (gas). 

Red (gas). 

....do . 

Green (gas). 

Red (gas). 

Green (gas). 

Red or green (gas) 

Red. 

... .do. 

... .do. 

... .do. 

Yellow. 

Red. .. 

Yellow. 

_do. 

....do. 

Red . 

.do. 


Maximum quantity which may 
be shipped in one outside 
package, subject to require* 
ments as to packing (see pars. 
35 to 59, inclusive) 


(4) 


See pars. 51 to 53. 
See pars. 51 to 53. 
See pars. 51 to 53. 


5 gallons. 

Do. 

Do. 

Do. 

1 gallon. 

Do. 

1 quart. 

Do. 

1 gallon. 

5 gallons. 

Do. 

Do. 

25 pounds. 

Do. 

Do. 

Do. 

No limit. 

1 gallon. 

Do. 

1 quart (3 pounds). 

5 gallons. 

1 pound. 

1 gallon. 

Do. 

Do. 

Do. 

100 pounds 
Do. 

See pars. 36 to 39. 

See pars. 40 to 45. 

See pars. 48 to 50. 

See pars. 51 to 54. 

25 pounds. 

1 quart (3 pounds) 

Do. 

Do. 

5 gallons. 

1 gallon 
Do. 

5 gallons 

Do. 

Do. 

6 gallons. 

Do. 

Do. 

1 gallon. 

1 quart. 

1 quart (3 pounds). 

and 52. 

1 gallon. 

5 gallons. 

12 gallons (see par. 39 (gl) 

See pars. 36 to 39. 

See pars. 40 to 45. 

See pars. 48 to 50. 

See pars. 51 to 54. 

12 gallons (see par. 54). 

5 gallons. 

25 pounds, in 1-pound tins. 

5 pounds. 

5 gallons. 

1 gallon. 

No limit (see pars. 57 to 59). 
Do. 

Do. 

Do. 

Do. 

Do. 

Do. 

Do. 

Do. 

Do. 

Do 

Do. 

Do. 

Do 
1 gallon. 

5 gallons. 

1 gallon 
5 gallons. 

25 pounds. 

1 gallon (see par. 39 ( h) ). 

50 pounds (see pars. 46 and 47). 
Do. 

125 pounds (see par. 43). 

1 gal'on. 

Do. 


See pars. 51 


* See par. 34 (c). t At or below. 














































































































































































































































































































496 


Regulations—Transportation of Explosives and other Dangerous Articles 

by Express. 


LIST OF PRINCIPAL DANGEROUS ARTICLES OTHER THAN EXPLOSI WES-Continued. 


Names of dangerous articles. 

Group names and flash points: 
Inf. L.-Inflammableliquid; 
Inf. S.-Inflammable solid; 
Oxi. M.-Oxidizing material; 
Cor. L.-Corrosive liquid; 
Comp. G.-Compressed gas 

Kind of label 
required. 

) Maximum quantity which may 
be shipped in one outside 
package, subject to require¬ 
ments as to packing (see pars. 
35 to 59, inclusive). 

U) 

2) 

(3) 

(4 


Oxi. M .... 

° F. 

Yellow. 

25 pounds. 

Nitrocellulose, wet with solvent. 

Inf. L. 

40 

Red. 

Do. 


Inf. S 


Yellow. 

25 pounds net (see par. 44). 

cent water 





•Oil gas. 

Inf. L. 

0-80 

Red. 

1 gallon 

•Oil described as "oil," or “oil, n. o. s.," or 

....do. 

0-80 

....do. 

Do. 

"Petroleum oil,” or "Petroleum oil, n. o. s." 





Paint, aluminum, bronzing or gold. 

....do. 

0-70 

....do. 

12 gallons (see par. 39). 

•Paint. 

.... do. 

0-80 

....do. 

Do. 

Pencane. 

....do. 

to 

....do. 

1 gallon. 


Oxi. M 


Yellow. 

25 pounds. 




... .do. 

Do. 




....do. 

Do. 

•Petroleum, crude (crude oil)... 

Inf. L. 

0-80 

Red. 

5 gallons. 

Petroleum naphtha ... 

....do. 

to 

....do. 

Do. 


Inf. S. 


Yellow. 

4 ounces (see par. 42 (ft) ) 




White. 

1 quart. 


Inf S 


Yellow. 

25 pounds (see par. 44). 


Inf. L. 

0-80 

Red. 

5 gallons. 

•Polish, stove, liquid. 

.... do. 

0-80 

...;do. 

Do. 




Yellow. 

25 pounds. 




.... do. 

Do. 




....do. 

Do. 




....do. 

Do. 


Inf. S .. 


.... do. 

1 pound. 

Potassium sulphide (fuzed and ground) .... 

....do. 


....do. 

25 pounds (see par. 42 (d)). 

Pyroxylin plastics, in sheets, rolls or tubes.... 

_ do...... 


....do. 

200 pounds (see par. 43 (ft) and (c)). 

Pyroxylin solution... 

Inf. L. 

0-80 

Red. 

5 gallons. 


Inf. S. . 


Yellow. 

10 pounds (see par. 42 (e)). 

claimed rubber 




Saltpeter, in bag9. 



.... do. 

25 pounds. 

Shellac, varnish. 

Inf. L. 

40-70 

Red. 

12 gallons (see par. 39). 


Oxi. M_ 


Yellow. 

25 pounds. 




.... do. 

Do. 




.... do. 

Do. 

Sodium, metallic. 

Inf. S. 


.... do. 

1 pound (see par. 42 (a)). 

Sodium, peroxide.. 

Oxi. M. 



25 pounds. 


Inf. S. 


.... do. 

25 pounds (see par. 42 (d) ). 


Oxi. M. 


....do. 

25 pounds. 

Sulphur, chloride of. 



White. 

1 quart. 

Tin, bichloride, liquid (tetrachloride of) ... 

....do. 


... .do. 

' Do. 

Toluo (toluene).. 

Inf. L. 

55 

Red. 

5 gallons. 


Inf. S. 


Yellow. 


•Varnish. 

Inf. I. 

0-80 

Red. 

12 gallons (see par 39), 

Zinc flue dust. 

Inf. S. 


Yellow. 

10 pounds. 






* See par. 34 (e) t At or below. 


RULES FOR PACKING DANGEROUS ARTICLES 
OTHER THAN EXPLOSIVES. 

35. Dangerous articles for which the yellow and white labels, 
respectively, are prescribed must not be packed in the same pack¬ 
age, unless the bottle containing the corrosive liquid is cushioned 
by incombustible absorbent material in tightly closed metal con¬ 
tainers as prescribed by Paragraph 51. Cylinders of compressed 
gases must not be packed with other articles. 

36. (a) The construction of kegs, barrels, drums, boxes, cans, 
carboys, or other containers purchased subsequent to March 31, 
1912, and used in shipping dangerous articles other than explosives 
must conform to specifications approved by the Interstate Com¬ 
merce Commission that apply; and each container must be stamped, 

labeled, or marked “Complies with I. C. C. Spec’ll No. ” 

or equivalent marking as stated in the specification. 

(6) In addition to standing the tests prescribed, the design 
and construction of packages must be such as to prevent the oc¬ 
currence in individual packages of defects that permit leakage of 




























































































































































497 


Regulations—Transportation of Explosives and other Dangerous Articles 

by Express. 

their contents under the ordinary conditions incident to trans¬ 
portation. The results of experience, gained by an examination 
of damaged or broken packages on arrival at destination, must 
be reported to and recorded by the Bureau of Explosives, to the 
end that further use of any particular kind of package shown by 
experience to be inefficient may be prohibited by the Commission. 

(c) Pending approval and promulgation by the Commission 
of specifications for types of shipping containers other than those 
for which specifications are published herein, containers may be 
used which after investigation made by the Bureau of Explosives, 
or by other competent testing laboratory in the presence of a repre¬ 
sentative of the Bureau of Explosives, are shown to possess the 
general efficiency and the protection against leakage of contents 
afforded by the standard types of corresponding capacity described 
in the specifications published herein, provided they are labeled 
or marked to show compliance with this requirement. 

(d) Interior packages containing 1 pint or more of an inflam¬ 
mable or corrosive liquid must be packed with their filling holes 
up, and the outside package must be plainly marked “THIS SIDE 
UP.” 

INFLAMMABLE LIQUIDS-RED LABEL. 

37. Except as herein prescribed (see list, par. 34, column 4) 
the maximum quantity of any inflammable liquid packed in one 
outside container must not exceed 1 gallon when the flash point 
is 20° F., or below; and must not exceed 5 gallons when the flash 
point is above 20° F. and below 80° F. 

38. (a) Packages containing inflammable liquids must not 
be entirely filled. Sufficient interior space must be left vacant 
to prevent leakage or distortion of containers, due to increase of 
temperature during transit. In all such packages this vacant 
space must not be less than 2 per cent of the capacity of the 
container. 

( b) In packages containing alcohol, cologne spirits, high wines, 
or other distilled spirits, the vacant interior space or allowance 
for wantage or ullage must conform to the United States Internal 
Revenue regulations. 

39. (a) All inflammable liquids must be shipped in packages 
complying with specifications that apply, as follows: 

( b ) In tightly closed metal cans of not exceeding 5 gallons 
capacity packed in wooden boxes complying with Specification 
No. 2 or cushioned in wooden barrels or kegs complying with Speci¬ 
fication No. 11. 

(c) In well-stoppered glass or earthenware vessels of not ex¬ 
ceeding 1 quart capacity cushioned in wooden boxes complying 


498 


Regulations—Transportation of Explosives and other Dangerous Articles 

by Express. 

with Specification No. 2, or cushioned in wooden barrels or kegs 
complying with Specification No. 11. 

( d ) In well-stoppered glass, earthenware, or metal vessels 
of not exceeding 1 pint capacity when flash point is 20° F. or lower, 
and 1 quart capacity when flash point is above 20° F., cushioned 
in fiberboard or corrugated strawboard containers complying 
with Specification No. 24. 

(e) In metal jacketed cans of not exceeding 5 gallons capacity, 
complying with Specification No. 23. 

(/) In metal drums of capacity not exceeding 5 gallons, com¬ 
plying with Specification No. 5. 

( g ) Paint or varnish with flash point above 20° F. may be shipped 
in tightly closed metal cans not exceeding 5 gallons capacity, and 
in quantities not exceeding 12 gallons in one outside package, 
provided the cans and boxes comply with Shipping Container 
Specification No. 2; or in metal barrels or drums of not exceeding 
55 gallons capacity complying with Shipping Container Specification 
No. 5. 

( h ) Liquefied petroleum gas, blended or unblended, when its 
vapor tension corresponding to a temperature of 100° F., exceeds 
10 pounds per square inch must not be shipped by express except 
in steel cylinders conforming to paragraphs 57, 58, and 59. 

INFLAMMABLE SOLIDS-YELLOW LABEL. 

40. The maximum quantity of any inflammable solid not other¬ 
wise prescribed (see list, par. 34, column 4) placed in one outside 
package must not exceed 25 pounds. 

41. Inflammable solids for which detailed instructions for pack¬ 
ing are not prescribed herein must be packed in tight and strong 
outside wooden boxes, kegs, or barrels; the interior packages must 
be so cushioned and secured that no rupture of either can result 
from the ordinary shocks incident to transportation. 

42. (a) Metallic sodium or potassium, in quantity not greater 
than 1 pound, must be placed in neutral oil, and this in a well- 
stoppered bottle protected by a tin container and boxed; or these 
substances may be packed in hermetically sealed tin cylinders, 
boxed. 

(6) Yellow or white phosphorus, not to exceed 4 ounces in 
each sample, provided samples are placed in water in sealed metal 
cylinders or cans inclosed in a wooden box made of lumber not less 
than 3/g inch thick, may be accepted only when consigned to the 
Laboratory of the Internal Revenue Bureau, or to the Hygienic 
Laboratory of the Public Health Service, Washington, D. C. 

(c) Rubber shoddy, rubber scrap, regenerated rubber, or re¬ 
claimed rubber must be packed in tight metal containers or in 


499 


Regulations—Transportation of Explosives and other Dangerous Articles 

by Express. 

wooden boxes complying with Shipping Container Specification 
No. 17, except when in the form of dense homogeneous, nonporous 
sheets of thickness Ys inch or greater, packed flat or in rolls. 

(d) Sodium sulphide fused or potassium sulphide fused, if 
ground or powdered, must be placed in hermetically sealed metal 
cans or in securely closed glass bottles, each bottle inclosed in a 
tightly fitting metal can with tight cover. The cans must be 
packed in a strong wooden box (see Specification No. 18) with 
elastic packing, such as sawdust, excelsior, or similar material. 

43. (a) Moving-picture films must be packed in tightly closed 
metal cases inclosed in a strong, spark-proof wooden box; or in 
spark-proof cases made of sheet iron not less than 0.02 inch thick 
(No. 25 U. S. standard gauge) and lined throughout with fiber 
board at least Ys inch thick, or some other equivalent insulating 
material. The covers of these cases must fit tightly and must 
lap over the body at least % inch on the sides, forming a tight 
joint. 

( b) Pyroxylin plastics (celluloid, fiberloid, pyralin, viscoloid, 
zylonite, etc.) in sheets, rolls, or tubes must be packed in strong 
spark-proof wooden boxes. 

(c) Labels will not be required on manufactured articles made 
from or containing pyroxylin plastics. 

44. Nitrocellulose or nitrostarch, uniformly wet with not less 
than 5 pounds of water to 20 pounds of dry material, and picric 
acid or trinitrotoluol wet with not less than 2Yi pounds of water 
to 22 Yi pounds of dry material, must be placed in waterproof con¬ 
tainers securely packed in a strong and tight box, keg, or barrel 
(see Specifications Nos. 10 and 17), and marked "WET NITRO¬ 
CELLULOSE—20 PER CENT WATER,” or “WET NITRO¬ 
STARCH—20 PER CENT WATER,” or “WET TRINITRO¬ 
TOLUOL—10 PER CENT WATER,” or “WET PICRIC ACID- 
10 PER CENT WATER.” 

45. Calcium phosphide must be placed in hermetically sealed 
metal cans inclosed in metal-lined wooden boxes. 

46. (a) All matches must be packed in individual containers 
consisting of an outer sliding shuck or cover and an inner holding 
tray or box. Individual containers consisting of a holding tray 
or box with a top that telescopes over the box may be used. Boxes 
of suitable “hang up” type may also be used, if approved by the 
Bureau of Explosives. All match boxes, covers, and trays must 
be made of cardboard, wood, or metal, except that paper wrappings 
may be used for block or card matches. 

(6) No individual container (not including book matches, 
card, or block matches) shall contain more than 700 matches in 
any one container, box, or package. When more than 300 matches 



500 


Regulations—Transportation of Explosives and other Dangerous Articles 

by Express. 

are packed in any individual container, box, or package, the matches 
must be arranged in two nearly equal portions with the heads of 
the two portions placed in opposite directions. All individual 
containers containing 350 or more matches must have placed over 
the matches a center holding or protecting strip made of card¬ 
board or wood which can be scored or bent without fracture. This 
protecting strip shall be not less than 134 inches wide and shall be 
flanged down at least % inch on each end to hold the matches 
in position when the container is nested into the shuck or cover 
or withdrawn therefrom. 

(c) All individual containers must be placed in a hermetically 
sealed (air tight) metal box made of not less than 30 gauge U. S. 
standard. This metal box must be placed in a closely fitting box 
made of sound lumber. When a nailed box is used the ends must 
not be less than 1 inch thick, and the top, bottom, and sides not 
less than 34 inch thick. If box is of lock-corner construction, the 
ends, top, bottom, and sides must be not less than 34 inch thick. 

47. (a) The gross weight of any package containing “strike 
anywhere” or “strike on box” matches, must not exceed 50 pounds, 
and the outside container should have plainly marked thereon 
“STRIKE ANYWHERE MATCHES” or “STRIKE ON BOX 
MATCHES,” as the case may be. 

( b ) Matches of any kind must not be packed in the same out¬ 
side package with any other article. 

OXIDIZING MATERIALS-YELLOW LABEL. 

48. Oxidizing materials and acids must not be packed together. 
The maximum quantity of any oxidizing material not otherwise 
prescribed (see list, par. 34, column 4) placed in one outside pack¬ 
age must not exceed 25 pounds. 

49. Oxidizing materials must be placed in strong and tight 
metal packages packed in strong outside wooden boxes or barrels, 
or in strong and tight metal-lined wooden boxes. 

50. It is important to prevent contact of these materials with 
combustible substances, such as sawdust, shavings, or sweepings 
that may be present in express cars. 

ACIDS AND CORROSIVE LIQUIDS—WHITE LABEL. 

51. The maximum quantity of any corrosive liquid not other¬ 
wise prescribed (see list, par. 34, column 4) placed in an outside 
package must not exceed 1 quart, unless bottles are cushioned 
by incombustible absorbent material in tightly closed metal con¬ 
tainers, and when so packed, the maximum quantity in one outside 
package must not exceed 6 quarts. 

52. Corrosive liquids named in the list, paragraph 34, unless 
the bottles are cushioned and packed in metal cases as prescribed 


501 


Regulations—Transportation of Explosives and other Dangerous Articles 

by Express. 

by paragraph 51, must not be packed in the outside container with 
any other article, except that acid for fire-extinguisher charges 
may be packed in the same outside package with bicarbonate 
of soda when the acid and soda are placed in separate inside com¬ 
partments. 

53. Acid, or strongly corrosive liquids, must be placed in se¬ 
curely closed glass, earthenware, lead, india rubber, or ceresine 
vessels of not exceeding 1-quart capacity, and these vessels must 
be placed in a strong wooden box and surrounded and covered by 
incombustible porous material that will not be attacked chemically 
by the liquids, and in quantity sufficient to absorb and hold all 
of the liquid in any such vessel. 

54. Electrolyte or other acid liquids which contain not more 
than 30 per cent of a mineral acid, may be placed in glass or earth¬ 
enware carboys of not to exceed 12 gallons, packed in strong wooden 
boxes, and complying with Shipping Container Specification No. 1. 

COMPRESSED GASES—RED OR GREEN (GAS) LABEL. 

57. (a) Gases that may combine chemically must not be 

shipped in one cylinder. Cylinders purchased hereafter for the 
shipment of compressed gases must be made in accordance with 
specifications Nos. 3, 3A, 4, 7, and 8. 

(6) Each cylinder in which compressed gases are shipped, except 
as specified hereinafter, must be subjected at least once in 5 years 
to a test by interior hydrostatic pressure in a water jacket, or other 
apparatus of suitable form, to furnish reliable data. In this test 
the pressure must be applied for not less than 30 seconds, and 
as much longer as may be necessary to insure complete expansion 
of the cylinder. The gauge indicating the expansion of the cylinder 
under the pressure applied must be such that a permanent expansion 
of 10 per cent of the total expansion may be easily recognized. 

A cylinder must be condemned when it leaks or when the per¬ 
manent expansion, as determined by the water-jacket method 
of testing or other equally efficient method of testing approved 
by the Bureau of Explosives, exceeds 10 per cent of the total ex¬ 
pansion. 

(c) For cylinders in which liquefied gases are shipped, the test 
pressure must be not less than one and one-fourth times the interior 
pressure that would result from heating the cylinder uniformly 
in its maximum charged condition to a temperature of 130° F., 
except that, for cylinders used for shipping carbonic acid gas, this 
pressure must not be less than 3,000 pounds per square inch; pro¬ 
vided, that when the charging pressure is less than 300 pounds per 
square inch at 70° F., it will not be necessary to measure the per¬ 
manent expansion in quinquennial pressure tests, if the cylinder 
in question has previously passed the test. 


502 


Regulations—Transportation of Explosives and other Dangerous Articles 

by Express. 

( d ) For cylinders used for shipping nonliquefied gases or gases 
in solution, under a pressure exceeding 300 pounds per square 
inch at 70° F., the test pressure must be not less than one and two- 
thirds times the charging pressure for such cylinders, corresponding 
to a temperature of 70° F., provided that the minimum allowable 
test pressure shall be 600 pounds per square inch. 

( e) For cylinders used for shipping nonliquefied gases or gases 
in solution, under a pressure not exceeding 300 pounds per square 
inch at 70° F., the test pressure must be not less than twice the 
charging pressure for such cylinders corresponding to a temper¬ 
ature of 70° F.; provided, that old cylinders in service that have 
been once so tested, or new cylinders that have been manufactured, 
tested to three times the charging pressure and reported as pre¬ 
scribed by Specification No. 7 or 8, will not be required to be 
tested quinquennially thereafter. 

(/) Cylinders used for shipping any gas, liquefied or otherwise, 
will not be required to stand the quinquennial test, provided they 
have an outside diameter of less than 2 inches and a length of 
less than 2 feet. 

(, g ) The weight of gas charged into any cylinder must not, at 
a temperature of 130° F., cause an interior pressure that would 
be injurious to the cylinder. Cylinders must not be charged beyond 
the safe pressure for which they are designed. 

( h ) The filling weight of carbonic acid gas in all cylinders must 
be checked by the use of proper scales and not by pressure. 

(i) By December 31, 1914, all cylinders used for the shipment 
of compressed gases must be plainly stamped with the date of 
last test—for example, “4 —09” for April, 1909. Cylinders that 
have not been tested and marked as prescribed herein must not 
be charged and shipped after December 31, 1914, until properly 
tested and marked. 

( j ) Cylinders containing acetylene gas must be made of tough 
steel and must be completely filled with a porous material that has 
been tested with satisfactory results by the Bureau of Explosives, 
and this material must be charged with acetone, or its equivalent, 
not to exceed 40 per cent of the interior volume capacity of the 
cylinder. The pressure in cylinders containing acetylene gas 
must not exceed 250 pounds per square inch at a temperature of 
70° F. 

58. After December 31, 1914, each cylinder exceeding 12 inches 
in length, containing liquefied gases, or gases in solution, or other 
gases under a pressure of more than 300 pounds per square inch 
at 70° F. (except anhydrous ammonia), must be equipped with 
a safety device tested by the Bureau of Explosives and found to 
prevent explosion of the normally charged cylinder when it is placed 
in a fire. 


503 


Regulations—Transportation of Explosives and other Dangerous Articles 

by Express. 

59. When cylinders containing inflammable gases are not boxed 
or crated for shipment, the discharge valves must be strong enough 
to avoid injury during transit or they must be protected by strong 
metal caps that can not be detached by rolling the cylinders. 

LABELS. 

60. (a) All packages containing samples of explosives for 
laboratory examination, fireworks, or dangerous articles other 
than explosives, for which labels are prescribed herein, must be 
conspicuously labeled by the shipper. Labels should be applied 
when practicable to that part of the package bearing the consignee’s 
name and address. Shippers must furnish and attach the labels 
prescribed for their shipments. 

(6) Labels must conform to standards as to printing, color, size, 
and shape, and must be free from advertising or other matter. The 
prescribed labels must not be printed in with nor form part of any 
other shipping label or printed matter. Samples will be furnished 
by the chief inspector of the Bureau of Explosives on request. 

(c) Labels must not be applied to packages containing articles 
which under these regulations are not dangerous. 

61. Labels for dangerous articles other than explosives must 
be of diamond shape, with each side 4 inches long. The colors 
must be red for inflammable liquids and compressed inflammable 
gases, yellow for inflammable solids and oxidizing materials, green 
for compressed non-inflammable gases, and white for corrosive 
liquids. 

The wording must be in black letters inside of a black-line 
border, measuring 3^ inches on each side, and, except as provided 
in paragraph 62, as follows: 


504 


Regulations—Transportation of Explosives and other Dangerous Articles 

by Express. 



/ NOTICE TO \ 
EXPRESS EMPLOYES 


Keep Away from FIRE, STOVES, RADIATORS, Lighted 
MATCHES, LAHTERNS and Direct Sunlight. 

V Any LEAKING Packages Most be Removed to a Sale Place. / 


This It to certify that the shove Articles are properly described by items and 
are packed and marked and art in proper condition for transportation, 

V according to the regulations prescribed by tha Interstate J 

Ccmmorca Commission, f 


Shifptr't Nam*. 


RED LABEL FOR INFLAMMABLE LIQUIDS. 
(reduced size.) 






505 


Regulations—Transportation of Explosives and other Dangerous Articles 

by Express. 



YELLOW LABEL FOR INFLAMMABLE SOLTDS 
AND OXIDIZING MATERIALS. 
(reduced size.) 





506 


Regulations—Transportation of Explosives and other Dangerous Articles 

by Express. 



' NOTICE \ 

HANDLE CAREFULLY 


DO NOT LOAD WITH EXPLOSIVES OR 
INFLAMMABLES PROTECTED 
BY YELLOW LABELS 


This Is to certify that the above articles are properly described 
by name and are packed and marked and are in proper 
condition for transportation, according: to the 
V regulations prescribed by the Inter- J 

state Commerce Commission. f 


(Skipped Name) 


WHITE LABEL FOR ACIDS AND CORROSIVE LIQUIDS. 

(reduced size.) 




507 


Regulations—Transportation of Explosives and other Dangerous Articles 

by Express. 



/ CAUTION 
' TO ^ 

EXPRESS EMPLOYES 


Compressed 


(Name of Substance) 


INFLAMMABLE 


Keep Cool and Do Not Drop 

This is to certify that the above articles are properly described 
by name and are packed and marked and are in proper 
^ condition for transportation, according: to the 

regulations prescribed by the Interstate , a 
Commerce Commission. • 


(Shippers Name) 


RED LABEL FOR INFLAMMABLE GASES. 

(reduced size.) 





508 


Regulations—Transportation of Explosives and other Dangerous Articles 

by Express. 



/ CAUTION \ 5 
' TO ^ 

EXPRESS EMPLOYES 


Compressed 


(Nam* of Subitioc*) 


Keep Cool and Do Not Drop 

This la to certify that the above articlee are properly described 
by name and are packed and marked and are in proper 
. condition for transportation, according to the 

regulations prescribed by the Interstate y 

\ Commerce Commiaetoo. / 


(Shippers Nmm) 


v 


GREEN LABEL FOR NON-INFLAMMABLE GASES. 

(reduced size.) 






509 


Regulations Transportation of Explosives and other Dangerous Articles 

by Express. 

62. The labels prescribed herein are identical in color, size, 
and form, and in the instructions printed thereon, with the labels 
prescribed for dangerous articles other than explosives when trans¬ 
ported by freight. Shippers who do not desire to provide them¬ 
selves with the labels prescribed herein may use the labels prescribed 
by the regulations for the transportation of dangerous articles 
other than explosives by freight, effective October 1, 1914, provided 
the shipper stamps or writes near each such prescribed label on 
each package containing any article covered by these regulations, 
the following certificate: 

This is to certify that the above articles are properly described by name and are 
packed and marked and are in proper condition for transportation according to the 
regulations prescribed by the Interstate Commerce Commission. 

(Shipper's name.) 

or the shipper may apply to each such package a white label meas¬ 
uring not less than 1 Yi by 3 inches and bearing the above certificate. 

RECEIPTS. 

63. A receipt upon the form prescribed by the originating 
express carrier must be issued to the shipper for each shipment 
accepted for transportation. Before a receipt is issued the shipper 
must apply the label prescribed herein to each package containing 
any article covered by these regulations. 

RULES FOR HANDLING. 

65. In handling packages containing explosives or other 
dangerous articles care must be taken to prevent them from falling 
or from being broken. They must not be thrown, dropped, nor 
rolled. 

66. Packages containing explosives or other dangerous articles 
when transported in a passenger train must be loaded in the car 
occupied by an express employee, and in a place that will permit 
of their ready removal in case of fire. They must not be loaded 
in cars nor stored in stations near steam pipes or other sources 
of heat. No placards are required on such cars. 

67. When an express or baggage car containing any package 
requiring a label prescribed by these regulations is not occupied 
by an express employee and is handled in a freight train, the proper 
placards must be attached thereto as required by the regulations 
for the transportation of explosives and the regulations for the 
transportation of dangerous articles other than explosives by freight. 

68. The originating express carrier must, when a shipment is 
offered to it that is known to contain dangerous articles as defined 
be these regulations, see that the packages are marked and labeled 
and that the certificate is furnished as prescribed herein. 



510 


Regulations—Transportation of Explosives and other Dangerous Articles 

by Express. 

69. Packages of dangerous articles offered for shipment and not 
properly packed, marked, labeled, described, and certified must 
not be accepted by the express carrier until these regulations are 
complied with. 

70. Shipments of dangerous articles offered by connecting 
express or other transportation lines must comply with these reg¬ 
ulations. 

71. An astray shipment of dangerous articles, or a shipment 
made in violation of these regulations without the knowledge 
of the carrier, must be forwarded promptly to destination, if known, 
provided a careful inspection shows the package to be in proper 
condition for safe transportation. If the package is unlabeled 
and the exact nature of the contents is unknown, the red label 
must be applied. 

72. Packages containing dangerous articles as defined by these 
regulations, which are refused by the consignees or which can not 
be delivered within 48 hours after arrival at destination, must 
be disposed of by return to the shipper, or by storage in a safe place, 
or by sale or destruction when it is evident that storage on the 
carrier’s property will be a source of real danger. 

73. Serious violations of these regulations and accidents or 
fires in connection with the transportation or storage on express 
or railway property of dangerous articles, must be reported by 
the express carrier to the chief inspector of the Bureau of Explosives, 
30 Vesey Street, New York, N. Y. 


511 


INTERSTATE COMMERCE COMMISSION 
SPECIFICATIONS FOR SHIPPING CONTAINERS. 


INDEX. 

SPECIFICATION. 

Acetylene Gas. 8 

Acids, Mineral.1, 2, 5, 9, 10, 11, 19 

Ammonium Picrate (High Explosive).21, 22 

Anhydrous Ammonia. 4 

Barrels, Fiber. 21 

Metal.5, 20 

Wooden.9, 10, 11 

Black Powder...11, 13, 16 

Blasting Caps. 15 

Blaugas. 3 

Boxes, Fiber board, Pulpboard, Corrugated Strawboard or Solid-fiber Millboard. .6, 24 
Wooden.1, 2, 6, 12, 12A, 14, 15, 16, 17, 18. 19 


Calcium Phosphide. 

Carbon Bisulphide. 

Carbonic Acid Gas. 

Carboy Boxes. 

Carboys, Glass. 

Lead. 

Coal Gas. 

Common Fireworks. 

Compressed Air. 

Corrosive Liquids. 

Cylinders for Acetylene Gas 
Anhydrous Ammonia. . 

Liquefied Gases. 

Non-liquefied Gases. . . 

Dental Gas. 

Drums, Fiber. 

Metal. 

Wooden, Veneer. 

Earthenware Containers. . . 

Glassware Containers. 

Half Barrels, Wooden. 

High Explosives. 

Hydrogen Gas. 


. 18 

.2, 5, 19 

. 3 

. 1 

. 1 

. 1 

.3A, 7 

.11, 12A 

.3A, 7 

1, 2, 5, 9, 10, 11, 19 

. 8 

. 4 

.3, 4 

.3A, 7 

. 3 

. 21 

.5, 20 

. 22 

. 2 

. 2 

.9. 10, 11 

.11, 14, 20 

.3A, 7 


Inflammable Liquids.1, 2, 5, 9, 10, 11, 19, 23, 24 

Inflammable Solids.11. 18, 19, 20, 21, 22 


Kegs (Metal) for Explosives. 13 

Wooden.9, 10, 11 

Kits (Must be boxed). 2 

Liquefied Petroleum Gas (See para. 1824k). 5 

Low Explosives.11.13, 16 

Matches, “Strike Anywhere”. 6 

Metal Cans, Jacketed. 28 

Mixed Shipments which may be packed together without violation of Regulations... 19 














































512 


Nitrous Oxide Gas 


SPECIFICATION. 

. 3 


Oxidizing Materials.11, 18, 19, 20, 21, 22 

Oxygen Gas.. 3A, 7 

Pails (Must be boxes)... 2 

Picric Acid (High Explosive).21, 22 

Pintsch Gas.3A, 7 

Potassium, Metallic. 18 

Sulphide, Fused and Ground. 18 

Phosphorus (White or Yellow). 18 


Smokeless Powder.11,13, 16 

Sodium, Metallic. 18 

Peroxide. 18 

Sulphide, Fused and Ground. 18 

Special Fireworks.11, 12 

“Strike Anywhere” Matches. 6 


Tests of Packages. 

Trinitrotoluol (High Explosive). 

Wet Nitrocellulose—20% Water 
Wet Nitrostarch—20% Water.. 


(See Specifications applicable) 
.,... 21 , 22 

. 17 

. 17 





















513 


SHIPPING CONTAINER SPECIFICATIONS. 


Shipping Container Specification No. 1. 

(See par. 1822 (a).) 

For carboys and outside containers of same when used for 

THE SHIPMENT OF INFLAMMABLE OR CORROSIVE LIQUIDS. 
Revised July 2, 1914. Effective October 1, 1914. 


1. All carboys and carboy boxes purchased hereafter and used 
for the shipment of acids or inflammable liquids must comply 
with the following specifications. Carboys purchased between 
March 31, 1912, and the effective date of these specifications, 
if used for the shipment of acids or inflammable liquids, must com¬ 
ply with the specifications effective March 31, 1912, or with these 
specifications. 

GLASS CARBOYS. 

WEIGHT. 

2. Any glass container with a nominal capacity not less than 
10 gallons shall be classed as a carboy, and no carboy used for 
the shipment of acids or inflammable liquids shall have a nominal 
capacity of more than 13 gallons. 

3. A carboy with a capacity of 12 gallons must contain a mini¬ 
mum of 16 pounds of glass. A carboy with a capacity of 13 gallons 
must contain a minimum of 16% pounds of glass. 

Note.—T he glass in the side walls of molded carboys should be as well distributed 
as practicable and the minimum thickness should be not less than 2/32 inch. 

ANNEALING. 

4. Each carbo}' must be annealed for not less than 30 hours 
in ovens, or for not less than 9 hours in lehrs, at a temperature 
of from 1,000° F. to 1,100° F. and then gradually cooled to the 
necessary finishing temperature required by local conditions. 

INSPECTION. 

5. Each carboy must be carefully examined and tested to 
detect any weakness or defect due to variation in thickness of 
glass, or to other causes, and all such defective carboys must be 
rejected. 

MARKING. 

6. An identifying mark must be blown in the bottom or neck 
of each carboy to enable the manufacturer’s name and year of 
manufacture to be determined. A copy of this mark must be 
filed with the chief inspector, Bureau of Explosives, 30 Vesey 




514 


Shipping Container Specifications. 

Street, New York City. If the carboys are covered with a fiber 
or other composition, this mark must also be placed on the covering. 

CLOSING. 

7. The carboy must be closed (a) by having an earthenware 
or glass stopper inserted into the mouth of the carboy, sealed in 
place by clay, plaster of Paris, or similar material in a plastic con¬ 
dition, and securely fastened with burlap or other suitable material 
drawn tight and securely tied under the lip of the mouth with strong 
cord; ( b ) by a glass stopper with gasket, secured by metal fasten¬ 
ings; (c) by a glass stopper ground to fit, secured by burlap or other 
suitable material; ( d ) if the contents of the carboy are not cor¬ 
rosive, by a cork or other similar closing device securely fastened 
in place to prevent leakage. 

LEAD CARBOYS. 

8. Any lead container of nominal capacity not less than 5 gal¬ 
lons shall be classed as a carboy and no lead carboy shall have 
a nominal capacity of more than 11 gallons. 

9. Lead carboys shall be made with their sides and bottoms 
of not less than 8-pound lead and their tops of 10-pound lead. 

10. The carboys must be closed with stoppers securely fastened 
in place to prevent leakage. 

11. Lead carboys must be tested with 6 pounds per square 
inch internal pressure before each shipment and must show no 
leakage under this test. 

OTHER INSIDE CONTAINERS. 

12. Stoneware and other similar containers, for which specifi¬ 
cations are not included herein, and which, under tests made by 
the Bureau of Explosives or by other competent testing labor¬ 
atory in the presence of a representative of the Bureau of 
Explosives, are shown to possess an efficiency and protection against 
leakage of contents equal or superior to the glass carboys prescribed 
herein, may be authorized by the Bureau of Explosives for use 
until such time as they may be acted upon by the Interstate Com¬ 
merce Commission. 

OUTSIDE CONTAINERS. 

13. The body of carboy must be completely inclosed in a strong 
wooden box and so cushioned by proper packing material (see 
pars. 1855 to 1858) that the glass will not come in contact with 
the wooden or iron covering. (This requirement does not apply 
to the wooden or metal elastic strips used to cushion the carboy.) 

Iron cases, barrels, and other types of outside containers for car¬ 
boys, for which specifications are not published herein, and which, 
under tests made by the Bureau of Explosives or by other com¬ 
petent testing laboratory in the presence of a representative of the 
Bureau of Explosives, are shown to possess an efficiency and pro- 


515 


Shipping Container Specifications. 

tection against leakage of contents equal or superior to the wooden 
boxes prescribed herein, may be authorized by the Bureau of Ex¬ 
plosives for use until such time as they may be acted upon by the 
Interstate Commerce Commission. 

If the neck of the carboy projects, it must be protected by a 
suitable hood or cap. 

WOODEN BOXES. 

14. All wooden carboy boxes used as outside containers for 
carboys must comply with the following specifications: 

MATERIAL. 

15. The material from which these boxes are made must be 
good sound white pine or any wood of equal or superior strength. 
All lumber must be dry and well seasoned, and must not have 
loose knots in any part. Minimum thickness of lumber specified 
refers to the actual thickness in the finished boxes. 

THICKNESS OF LUMBER. 

16. The thickness of the top, bottom, ends, and sides must 
be not less than seven-eighths of an inch. 

17. The four vertical edges must be reinforced in a suitable 
manner to secure strength and stiffness. For rectangular lead 
carboys this reinforcement is not required, but two of the sides 
must be of lumber not less than 134 inches in thickness. 

NAILING. 

18. The box must be nailed with nails not smaller than 7-penny 
at approximately 2-inch centers or 8-penny nails at approximately 
234 -inch centers. The sides and ends of the box must be nailed 
together and also to the reinforcing pieces. 

CLEATS. 

19. There must be two cleats not less than K by 1% inches, 
one placed on each end of the box for carrying, and two cleats 
not less than by 1 % inches across the ends of the bottom of 
the box to act as shoes and to protect the bottom of the carboy. 

CUSHIONING SUPPORT. 

20. The cushioning support 1 for all carboys must be such that 
the type of box, when containing the carboy filled with water to 
the lower edge of the neck and properly packed and cushioned, 
must be able to withstand the following tests: 

TESTS OF COMPLETE PACKAGE. 

(a) By dropping on its bottom onto a concrete or brick floor 
from each of the heights of 6 inches, 12 inches, 18 inches, 24 inches, 

1 If no cushioning is required, then boxed carboys shall be tested without it. 

Note.—F or carboys cushioned with hay or similar material the space between the 
sides of the carboy and the box should be about lVa inches. 






516 


Shipping Container Specifications. 

etc., in succession. Each box must withstand the first three drops 
without serious injury, and in testing not less than three packages 
the average maximum drop withstood by at least two of them 
without breakage of the carboy must not be less than 24 inches. 

(b) By suspending as a 14-foot pendulum and swinging against 
a concrete or brick wall with successive swings, the vertical com¬ 
ponents of which are 6 inches, 9 inches, 12 inches, 15 inches, 18 
inches, etc. Each box must withstand the first four blows without 
serious injury, and in testing not less than three packages the aver¬ 
age maximum swing withstood by at least two of them without 
breakage of the carboy must be a swing with a vertical component 
of not less than 15 inches. 

BOXES USED MORE THAN ONCE. 

21. When these boxes are used more than once, they must 
be carefully examined before each shipment, and any parts broken 
or decayed or rotted by corrosion must be replaced. The cush¬ 
ioning support must also be in good condition, and when it is found 
rotted or broken or inefficient in any way it must be replaced or 
repaired before shipment. 

MARKING. 

22. The outside container must be marked: “COMPLIES 
WITH I. C. C. SPEC’N No. 1,” or, if desired, this marking may 
be indicated by a symbol consisting of a rectangle as follows: 

I. C. C.-l 

The letters and figures in this symbol must be at least 3^ inch 
high. 

This symbol shall be understood to certify that the package 
complies with all the requirements of this specification; provided, 
that for carboys purchased previous to the date when specifications 
therefor went into effect this certification will be held applicable 
only to closing devices, boxes, and cushioning support. 

When offered for shipment the package must also bear such 
other description as may be required by the I. C. C. Regulations 
for the particular article contained therein. 



517 


Shipping Container Specifications. 


Shipping Container Specification No. 2. 

(See par. 1822 (a).) 

Metal Cans, Glassware, Earthenware, Wooden Pails or 
Kits, Etc., for Inflammable or Corrosive Liquids 
and Boxes for Outside Containers of Same. 

Revised July 2, 1914. Effective October 1, 1914. 

CANS. 

1. Metal cans, glassware, earthenware, wooden pails, or kits, 
etc., and wooden boxes for outside containers of same, purchased 
hereafter and used for the shipment of inflammable liquids or 
corrosive liquids, must comply with the following specifications: 
Metal cans and boxes purchased between March 31, 1912, and 
the effective date of these specifications, if used for the shipment 
of inflammable liquids, must comply with the specifications effective 
March 31, 1912, or with these specifications. 

2. Cans boxed under this specification shall not exceed 10 
gallons capacity each. 

3. Cans exceeding 1 gallon and not exceeding 10 gallons capacity 
must be made of metal not lighter than 30 gauge, United States 
standard (28 gauge for cans containing carbon bisulphide). Cans 
not exceeding 1 gallon capacity may be made of metal lighter than 
30 gauge, United States standard, but it must be such as will pro¬ 
vide proper protection against leakage in transit. 

4. Each completed can must be tested by its manufacturer 
and must not leak air when tested under water with interior air 
pressure of at least 5 pounds per square inch. 

GLASS AND EARTHENWARE. 

5. Glassware or earthenware containers boxed under this speci¬ 
fication shall not exceed 1 gallon capacity each. 

6. Bottles, jars, jugs, etc., made of glass or earthenware must 
be strong and must be sufficiently cushioned by excelsior, sawdust, 
or other suitable packing to provide proper protection against 
breakage in transit. They must be securely closed in a manner 
to prevent leakage. 

WOODEN KITS AND PAILS. 

7. Wooden kits and pails boxed, under this specification shall 
not exceed 10 gallons capacity each. 

8. The construction and method of closing of these containers 
shall be such as to prevent leakage during transit and if necessary 
they must be cushioned in the box. 



518 


Shipping Container Specifications. 

BOXES. 

9. Boxes must be made of good sound white pine, or any wood 
of equal or superior strength, dry and well seasoned and with no 
loose knots or knots liable to get loose in any part. 

10. Thickness of lumber in any part of the finished box must' 
not be less than required by this specification except that a varia¬ 
tion of e 1 ? inch be allowed for material inch or less in thickness 
and a variation of sV inch be allowed for material over ^ inch 
in thickness. 

11. When the ends are single cleated the cleats must run across 
the grain of the wood in the ends. The sides or tops and bottoms 
must extend out over the cleats and the nailing must be staggered, 
at least 40 per cent of the nails being driven into the ends and at 
least 40 per cent into the cleats. 

12. When the ends are double cleated the sides, top, and bot¬ 
tom must extend out over the cleats and the nailing must be stag¬ 
gered, at least 40 per cent of the nails being driven into the ends 
and at least 40 per cent into the cleats. 

13. Nailed boxes not cleated must have ends of one-piece 
material or tongued and grooved and glued, provided, that other 
joints may be used which after investigation made by the Bureau 
of Explosives are shown to possess strength equal to the tongued 
and grooved and glued joint. 

14. All nails driven through sides, tops, or bottoms into ends 
or cleats, or to fasten cleats to ends, must be at not greater than 
2}/^-inch centers. 

15. All nails driven through tops or bottoms into sides must 
be at not greater than 8-inch centers. 

16. Gauge of nails used shall be not less than the following 
sizes, depending upon the thickness of lumber into which they 
are to be driven: 

2 penny into j^-inch lumber. 

3 penny into %-inch lumber. 

4 penny into to 34 inch lumber. 

5 penny into fis to % inch lumber. 

6 penny into fe 1° il inch lumber. 

7 penny into ^g-inch or thicker lumber. 

For example—nails driven through a 34-inch side into a %-inch 
end must be 6-penny. Screws of equal efficiency may be used 
in place of nails. 

17. The boxes must cover the inside containers which must 
fit tightly in the boxes. The filling hole must be securely closed, 
and if not entirely covered by the box cover it must be completely 
protected by it. 



519 


Shipping Container Specifications. 

MARKING OF BOXES. 

18. Each box must be plainly marked with the words “COM¬ 
PLIES W ITH I. C. C. SPEC’N NO. 2,” or, if desired, this marking 
may be indicated by a symbol consisting of a rectangle as follows: 


I. C. C.-2 


The letters and figures in this symbol must be at least Yz inch 
high. 

This symbol shall be understood to certify that the package 
complies with all the requirements of this specification. 

When offered for shipment the package must also bear such 
other description as may be required by the I. C. C. Regulations 
for the particular article contained therein. 


19. BOX FOR SINGLE CONTAINER OF CAPACITY NOT OVER 

2 GALLONS. 


Lock or dovetail corner boxes. . . 

Single-cleated boxes. 

Double-cleated boxes. 

Nailed boxes not cleated. 


Ends. 

Sides. 

Top and 
bottom. 

Cleats. 

Inch. 

Inch. 

Inch. 

Inch. 

Vs 

5 

16 

5 

16 


Vs 

5 

16 

5 

16 

Vs by 1 y 2 

5 

16 

5 

16 

5 

16 

Vs by 1 Vz 

l A 

5 

16 

5 

16 



20. BOX FOR SINGLE CONTAINER OF CAPACITY OVER 2 GALLONS 

BUT NOT OVER 5 GALLONS. 



Ends. 

Sides. 

Top and 
bottom. 

Cleats. 

Lock or dovetail corner boxes. . . 

Inch. 

} V2 

J ^8 

Inch. 

Vs 

V2 

Vs 

Inch. 

Vs 

V2 

Vs 

Inch. 

Single-cleated boxes. 

Vs by 1% 

) Yi 

A 

A 

Yl by iy 8 

Double-cleated boxes. 

V* 

Vs 

Vs 

A by l Vs 

Double-cleated boxes of this 
size may have ends of J^-inch 
material with cleats % by 1 
inches if cleats are tenoned and 
fastened to ends with clinched 
nails. 

Nailed boxes not cleated. 

1 % 

Vs 

Vs 

Vs 

Vs 








































520 


Shipping Container Specifications. 


21. BOX FOR SINGLE CONTAINER OF CAPACITY OVER 5 GALLONS 

BUT NOT OVER 10 GALLONS. 



Ends. 

Sides. 

Top and 
bottom. 

Cleats. 

Lock or dovetail corner boxes. . . 

Single-cleated boxes. 

Double-cleated boxes. 

Nailed boxes not cleated 

Inch. 

Vs 

Vs 

A 

% 

Inch. 

A 

A 

A 

A 

Inch. 

A 
}4 

A 

A 

Inch. 

Vs by 1 V% 

X A by 1% 




22. BOX FOR MORE THAN ONE CONTAINER. COMBINED CAPACITY 
OF ALL CONTAINERS IN BOX NOT OVER 2 GALLONS. 



Ends. 

Sides. 

Top and 
bottom . 

Cleats. 

Lock or dovetail corner boxes. . . 

Single-cleated boxes. 

Double-cleated boxes. 

Nailed boxes not cleated. 

Inch. 

Vs 

Vs 

5 

16 

Yt 

Inch. 

5 

16 

5 

16 

5 

16 

5 

16 

Inch. 

5 

16 

5 

16 

5 

16 

5 

16 

Inch. 

Vs by 1 A. 
Vs by 1 A 

23. BOX FOR MORE THAN ONE CONTAINER. COMBINED CAPACITY 
OF ALL CONTAINERS IN BOX OVER 2 GALLONS 

BUT NOT OVER 6 GALLONS. 


Ends. 

Sides. 

Top and 
bottom. 

Cleats, 

Lock or dovetail corner boxes. . . 

Single-cleated boxes. 

Double-cleated boxes. 

Nailed boxes not cleated. 

Inch. 

\ ** 

( A 

j Vs 

I A 

A 

H 

Inch. 

Vs 

A 

Vs 

A 

3 8 

Inch. 

Vs 

A 

Vs 

A 

Vs 

Vs 

Inch. 

Vs by 1 V% 
A by Ws 
Ai by IJ4 


24. BOX FOR MORE THAN ONE CONTAINER. COMBINED CAPACITY 
OF ALL CONTAINERS IN BOX OVER 6 GALLONS 
BUT NOT OVER 12 GALLONS. 

(Provided that two cans with a capacity not exceeding 5 gallons each maybe shipped 

in a box made according to paragraph 26.) 



Ends. 

Sides. 

Top and 
bottom. 

Cleats. 

Lock or dovetail corner boxes. . . 

Single-cleated boxes. 

Double-cleated boxes. 

Nailed boxes not cleated. 

Inch. 

s* 

} Vs 
j V 

( Vs 

Vs 

s ^ 

1 If 

Inch. 

A 

Vs 

A 

Vs 

A 

Vs 

1 3 

16 

Inch. 

A 

Vs 

A 

Vs 

A 

Vs 

1 3 

16 

Inch. 


Vi by 1 Vs 
Vs by 1 Vs 
Vs by 1 Y% 




















































































521 


Shipping Container Specifications. 

25. BOX FOR MORE THAN ONE CONTAINER. COMBINED CAPACITY 
OF ALE CONTAINERS IN BOX OVER 12 GALLONS 
BUT NOT OVER 20 GALLONS. 


(Provided that three cans with a capacity not exceeding 5 gallons each may be 
shipped in a box made according to paragraph 27). 



Ends. 

Sides. 

Top and 
bottom. 

Cleats. 


Inch. 

Inch. 

Inch. 

Inch. 

Lock or dovetail corner boxes. . . 

\ Vs 

Vs 

Vs 



) H 

V 

H 


Single-cleated boxes. 

( Vs 

Vs 

Vs 

Vs by 3 


\H 

% 

• H 

V by 3 

Double-cleated boxes. 

H 

Vs 

5 A 

% by 3 

Nailed boxes not cleated . 


13 

16 

13 

16 



26. BOX FOR TWO CANS WITH A CAPACITY OF NOT OVER 5 

GALLONS EACH. 



Ends. 

Sides. 

Top and 
bottom. 

Cleats. 

Lock or dovetail corner boxes. . . 

Single-cleated boxes. 

Double-cleated boxes. 

Nailed boxes not cleated. 

Inch. 

Vs 

Vs 

A. 

M 

Inch. 

A 

A 

A 

A 

Inch. 

A 

A 

A 

A 

Inch. 

Vs by 1 Vs 
A. by \ Vs 




27. BOX FOR THREE CANS WITH A CAPACITY OF NOT OVER 

5 GALLONS EACH. 



Ends. 

Sides. 

Top and 
bottom. 

Cleats. 

Lock or dovetail corner boxes. . . 

Single-cleated boxes. 

Double-cleated boxes. 

Nailed boxes not cleated. 

Inch. 

j K 

\ Vs 

5 % 

) Vs 

11 

16 

( Vs 

Inch. 

9 

16 

H 

9 

16 

% 

9 

16 

A 

Vs 

Inch. 

9 

16 

% 

9 

16 

H 

9 

16 

H 

Vs 

Inch. 

V by 3 

Vs by 3 
tt by 3 



WIRE-BOUND BOXES. 

28. Wire-bound packing boxes for containers of any authorized 
capacity containing inflammable or corrosive liquids must be made 
of sound lumber of not less than the following thicknesses and 
in accordance with the following specifications. 

29. The boxes must cover the inside containers which must 
fit tightly in the boxes. The filling hole must be securely closed 
and if not entirely covered by the box cover it must be completely 
protected by it. 

































































522 


Shipping Container Specifications. 

30. Good sound white pine or any wood equal or superior in 
strength is acceptable. All lumber used must be dry and well 
seasoned; no loose knots in any part. 

Minimum thickness of lumber specified refers to the actual 
thicknesses in the finished boxes. 

31. There must be four cleats at each end of each box not less 
than H x if inch. 

The binding wire at each end must be firmly stapled to each 
cleat by staples not less than No. 16 gauge and having legs not 
less than 1 inches long, extending over the wire, through each 
board, and into the cleats. The other wire or wires must be firmly 
stapled to each board by staples not less than No. 18 gauge, ex¬ 
tending over the wire, through each board, and firmly clinched 
on the inside. Staples shall not be more than 3 inches apart. Each 
wire shall be continuous with the ends tightly t wisted at one side. 

The distance between the encircling wires on each box shall 
not exceed 8 inches in any instance. 

The ends shall be firmly fastened to the inside of cleats with 
staples not less than No. 16 gauge, whose legs are not less than 
ff inch long, placed approximately 3 inches apart, or with nails 
not less than % inch long. 

WIRE-BOUND BOX FOR A SINGLE CONTAINER OF ANY SIZE. 

32. Binding wires shall not be less than No. 16 gauge. Lumber 
shall not be less than ^ inch thick. 

WIRE-BOUND BOX FOR MORE THAN ONE CONTAINER. COMBINED 
CAPACITY OF ALL CONTAINERS IN BOX NOT OVER 6 GALLONS. 

33. Binding wires shall not be less than No. 16 gauge. Lumber 
shall not be less than ^ inch thick. 

WIRE-BOUND BOX FOR MORE THAN ONE CONTAINER. COMBINED 
CAPACITY OF ALL CONTAINERS IN BOX OVER 6 GALLONS 
BUT NOT OVER 12 GALLONS. 

34. Binding wires shall not be less than No. 15 gauge. Lumber 
shall not be less than ys inch thick. 

WIRE-BOUND BOX FOR MORE THAN ONE CONTAINER. COMBINED 
CAPACITY OF ALL CONTAINERS IN BOX OVER 12 GALLONS 
BUT NOT OVER 20 GALLONS. 

35. Binding wires shall not be less than No. 14 gauge. 

Lumber shall not be less than }inch thick. An additional 

cleat or batten if by xf inch shall be placed vertically at the center 
of each end where the end exceeds 10 inches in width. This ad¬ 
ditional cleat or batten shall fit in between the horizontal cleats 
and be held by nails through these cleats into their ends. 

MARKING OF BOXES. 

36. Each box must be plainly marked as required by paragraph 
18 of this specification. 


523 


Shipping Container Specifications. 


Shipping Container Specification No. 3. 

(See par. 1822 (a).) 

Cylinders for the shipment of Carbonic Acid Gas, Nitrous 
Oxide Gas, Blaugas, and any liquefied gas whose 
CHARGING PRESSURE AT 70° F. EXCEEDS 
300 POUNDS PER SQUARE INCH. 

Note. These cylinders may also be used for nonliquefied gases where charging 
pressure at 70° F. does not exceed 1,800 pounds per square inch, though Specification 
No. 3A is especially applicable to such cylinders. 

Revised July 2, 1914. Effective October 1, 1914. 

1. Cylinders purchased hereafter and used for the shipment 
of carbonic acid gas, nitrous oxide gas, blaugas, or any liquefied 
gas whose charging pressure at 70° F. exceeds 300 pounds per square 
inch must comply with the following specifications. Such cylinders 
purchased between March 31, 1912, and the effective date of these 
specifications must comply with the specifications effective March 
31, 1912, or with these specifications. 

2. Cylinders must be made seamless, of steel of uniform quality. 

3. CHEMICAL ANALYSIS. Percent 


Carbon must not exceed. 0.55 

Phosphorus must not exceed. 0.04 

Sulphur must not exceed. 0.05 


ANNEALING. 

4. All cylinders after finishing must be uniformly and properly 
annealed- All dirt and scale must be removed from both inside and 
outside of the cylinders. 

FLATTENING TEST. 

5. From each lot of 200 or less a representative finished cyl¬ 
inder, after annealing and after having passed the hydrostatic test, 
must be selected at random and must withstand, without cracking, 
flattening between rounded knife-edges to a thickness of six times 
the thickness of the wall of the cylinder, this measurement to be 
made between the outside surfaces of the walls of the cylinder. 

Provided, That when, on account of the small number of cylin¬ 
ders in any lot or order, it is impracticable to make the regular 
crushing test herein prescribed, the physical and crushing test may, 
in cases of lots not to exceed thirty cylinders each, be made on a ring 
not less than eight inches long, cut from each cylinder, and sub¬ 
jected to the same annealing and other heat treatment as the 
finished cylinder. 

The knife edges must be of wedge shape, converging at an angle 
of 60°, the point being rounded off with a radius of inch. If 
any one cylinder from any lot fails to pass this test, two others 
from the same lot must be selected, and these must pass it in order 
to have the lot accepted. 






524 


Shipping Container Specifications. 

If it should appear that failure in the test is due to improper 
annealing, the manufacturer has the privilege of reannealing the 
lot and repeating the test. 


PHYSICAL TESTS. 

6. One out of each lot of two hundred or less finished cylinders 
after annealing must be selected at random and tests made on 
test specimens cut longitudinally therefrom to determine the elastic 
limit, the tensile strength, and the elongation of the material. 
These test specimens should, when practicable, be taken from 
the same cylinders which are used for the flattening test. 

The elongation must be not less than 10 per cent on an 8-inch 
test specimen. 

The elastic limit must not be more than 70 per cent of the tensile 
strength. 

HYDROSTATIC TEST. 

7. Each finished and annealed cylinder must be subjected 
to a hydrostatic test of not less than 3,000 pounds per square inch 
in a water jacket, or other apparatus of suitable form, to furnish 
reliable data. The permanent volumetric expansion must not 
exceed 10 per cent of the whole volumetric expansion at this pressure. 

This test must be made without subjecting the cylinder to any 
previous internal pressure in excess of 1,000 pounds. 

In the hydrostatic test the water gauge indicating the expansion 
must be of such interior diameter that the total expansion will 
cause the water to rise at least 45 centimeters in the gauge, except 
when this will make the interior diameter less than 4 millimeters; 
the pressure must be applied for not less than 30 seconds and as 
much longer as may be necessary to insure complete expansion 
of the cylinder. The expansion must be recorded in terms of 
cubic centimeters. 


MARKING. 

8. Each cylinder must be plainly and permanently marked 
on the shoulder with a serial number and with the name or initials 
of the original purchaser. 

9. Each cylinder must also be plainly and permanently marked 
on the shoulder with the words “COMPLIES WITH I. C. C. 
SPEC’N No. 3,” or, if desired by the purchaser, this may 
be abbreviated to “I. C. C.—3.” This marking must be placed 
immediately above the serial number and in letters not less than 

inch high. 

10. The date of the hydrostatic test must also be stamped 
on the cylinder (for example 4-09 for April, 1909) in such manner 
that the dates of subsequent quinquennial tests required by para¬ 
graph 1861 (i) may be easily added thereto. 


525 


Shipping Container Specifications. 

GENERAL CONSTRUCTION. 

11. All billets, plates, or tubes from which cylinders are made 
must be free from seams, cracks, laminations, or any defects which 
might be injurious to the finished cylinder. 

12. d he manufacture of the cylinders must be completed with 
the best appliances and according to the best modern methods. 
All finished cylinders must show reasonably smooth and uniform 
surface finish, inspection of inside surface to be made before neck¬ 
ing down; the threading of the cylinder neck must be even and 
without checks, and the cylinders must show no defects of work¬ 
manship or material likely to result in any appreciable weakness 
of the finished cylinder. A close inspection of each completed 
cylinder must be made before acceptance to discover any defect. 

INSPECTION. 

13. The purchaser must provide for inspection of all material 
and all tests by a competent and disinterested inspector. 

14. The inspector must keep complete records of the various 
melts from which the steel is taken for the manufacture of the 
cylinders. Certified chemical analyses of these melts must be 
supplied to him by the manufacturer, or, if desired by the pur¬ 
chaser, he must procure samples from each melt from which other 
chemical analyses may be made. The heat number must be 
stamped on the plates and billets at the steel mill, and the inspector 
must also stamp his initials or personal sign on each plate or billet 
accepted by him, and no plate or billet must be used for the manu¬ 
facture of cylinders unless so marked. 

Provided, that when cylinders are to be made from drawn seam¬ 
less tubing under conditions such that the various heats of steel 
can not be properly traced through to the finished cylinders, a 
certificate from the manufacturer of the tubing (see note at end 
of report, par. 19, for form of certificate), together with check 
analyses of samples taken from one out of each lot of 200 or less 
finished cylinders, shall be accepted. 

15. The inspector shall make such inspection as may be necessary 
to see that the requirements of paragraphs 11 and 12 are complied 
with, shall see that the finished cylinders are properly annealed, 
and shall witness all hydrostatic and flattening tests. 

The hydrostatic and flattening tests must be made by the manu¬ 
facturer, but under the direction and supervision of the inspector 
or other representative of the purchaser. 

16. The inspector shall stamp his initials or his personal sign 
immediately beneath the serial number on each cylinder which 
he passes as accepted and shall make a certified report (see par. 
19) to the maker, to the purchaser, and to the chief inspector, 
Bureau of Explosives, 30 Vesey Street, New York City, showing 
the serial numbers of all cylinders which are accepted, together 
with a copy of all data relating to the material and the tests. 


526 


Shipping Container Specifications. 


EXEMPTIONS FOR CYLINDERS OF SMALL DIMENSIONS. 


17. (a) Cylinders and other containers which have an out¬ 

side diameter of less than 2 inches and a length of less than 2 feet 
shall be accepted without complying with the requirements of 
paragraphs 5, 6, 7, 8, 9, 10, 13, 14, 15, 16, and 19 of this specification 
under the following conditions; provided, that cylinders having 
an outside diameter not greater than % inch and a capacity of 
not more than 4 fluid ounces are not subject to specifications. 


(6) All such containers of whatever size or shape shall be con¬ 
sidered and known as cylinders. 

(c) From each lot of 500 or less a representative finished cylinder 
must be selected at random and subjected to hydrostatic pressure 
until it bursts. The bursting pressure must be noted in the report 
required by paragraph 17 (/), and must not be less than 6,000 pounds 
per square inch. 

(d) Each cylinder must be subjected to a hydrostatic pressure 
of not less than 3,000 pounds per square inch without showing 
any apparent defect. 


(e) Each cylinder must be plainly and permanently marked 
as follows: 


X—XX-I. C. C.-3. 


the X’s to be replaced by a date showing month and year of manu¬ 
facture (for example 5-13 to indicate May, 1913). 

(/) A report on all cylinders placed in service, giving complete 
data and certifying that all requirements of this specification have 
been complied with, must be made to the chief inspector, Bureau 
of Explosives, 30 Vesey Street, New York City. This report 
may be rendered by the manufacturer instead of by an outside 
inspector. 


ADDITIONAL REQUIREMENTS. 

18. The purchasers of cylinders may impose additional re¬ 
quirements not inconsistent with these specifications. 


REPORTS. 


19. The report required by paragraph 16 must be submitted 
in the following form: 


(Place) 


(Date) 

Report of inspection of. 

numbered from.to ... . 

Manufactured by the. 

Inspected for the.. 


. cylinders 
inclusive, 
company, 
company. 









527 


Shipping Container Specifications. 

1 I he steel from which these cylinders were manufactured was 

made by the . company. Chemical analyses were 

made from samples representing each melt of steel, as will be ob¬ 
served from the report of chemical test hereto attached. 

1 he 2 (plates) (tubes) from which these cylinders were manu¬ 
factured were inspected by .. ) and those 

which were accepted were found free from seams, cracks, lamin¬ 
ations, or any defects which might prove injurious to the strength 
of the cylinder. 

Each and every cylinder before 2 (necking down)—(closing) 
was inspected inside and outside for surface defects. The thickness 
of walls was measured at points not more than 8 inches from the 
open end of the cylinder with a pair of calipers and the minimum 
thickness of wall noted was. 

Each and every cylinder was 2 (necked down)—(closed) and 
was uniformly and properly annealed, and then the cylinders were 
again inspected in order to discover any defects which might have 
been caused by this process. 

One out of each lot of 200 or less finished cylinders was selected 
by the inspector and subjected in his presence to a flattening test 
as required by the Interstate Commerce Commission specifications. 
All of the cylinders passed this test satisfactorily. 

Two longitudinal test pieces were cut from each crushed cylinder 
and pulled. 

The record of the physical and flattening tests is attached 
hereto. 

f 

Each and every cylinder was subjected to a hydrostatic test 
of not less than 3,000 pounds in the presence of the inspector. The 
record of the hydrostatic tests is attached hereto. 

3 If the cylinders are made from drawn seamless tubing- under such conditions that 
it is impossible to trace the various heats of steel through to the finished cylinder (see 
par. 14), this paragraph should be replaced by the following: 

The tubing from which these cylinders were manufactured was made by the 
.company under orders No.and their certifi¬ 
cate stating that its chemical composition complies with the requirements is attached 
hereto. Check analyses were made from samples representing each lot of 200 or less 
cylinders, as will be observed from the report of chemical tests attached hereto. 

Also, the report must be accompanied by a certificate from the manufacturer of 
the tubing, as follows: 

(Place). 

(Date). 

This is to certify that the tubing furnished to the.Company on 

orders No.does not contain more than 0.55 per cent of carbon, nor 

more than 0.04 per cent of phosphorus, nor more than 0.05 per cent of sulphur. 


(Signature of manufacturer of tubing. 

This form to be used only when cylinders are made from drawn seamless tubing. 
(See par. 14.) 

2 Draw a line through word not required. 













528 


Shipping Container Specifications. 

Each and every cylinder was stamped with the initials. 

of the purchasing company and with the date of test. 

Each and every cylinder was stamped on the shoulder with a 
serial number. 

Each and every cylinder was stamped with the personal sign 

. of the inspector immediately beneath the serial num- 

er of the cylinder. 

1 Each and every cylinder was plainly stamped.just 

above the serial number. 

I hereby certify that all of these cylinders proved satisfactory 
in every way and comply with the requirements of the Interstate 
Commerce Commission Specification No. 3 and with paragraph 
1822a of the Interstate Commerce Commission Regulations. 


Inspector. 


(Place). 

(Date). 

Record of chemical analysis of melts from which steel was 


taken for the manufacture of.cylinders by the 

.Company for the.Company. 


Test 

Melt 

Test piece 

Chemical analysis. 

Accepted or 
rejected 

Remarks. 

No. 

No. 

represents. 

C. 

P. 

s. 














Signed 


(Place). 

(Date). 

Record of physical and flattening tests made on.cylinders, 

manufactured by the.Company 

for the.Company. 


Test 

No. 

Numbers of 
cylinders 
represented 
by test. 

Elastic 
limit per 
square inch 

Tensile 

strength 

per 

square inch 

Elonga¬ 
tion per 
cent in 8 
inches. 

Reduc¬ 
tion of 
area 

per cent. 

Flatten¬ 
ing test. 

Accepted 

or 

rejected. 










(Signed) 


i Insert marking used. See paragraph 9. 
































































529 


Shipping Container Specifications. 

(Place). 

(Date). 

Kecord of hydrostatic tests made on.cylinders,.inches 

O. D. by.inches long, manufactured by the 

.Company for the.Company. 


Number of 
cylinder. 

Test 

pressure. 

Weight. 

Total expan¬ 
sion (c. c.). 

Permanent 
expansion 
(c. c.). 

Per cent. 

• 




. 
































530 


Shipping Container Specifications. 


Shipping Container Specification No. 3A. 

(See par. 1822 (a).) 

Steel cylinders for the shipment of nonliquefied gases 

WHOSE CHARGING PRESSURES AT 70° F. EXCEED 
300 POUNDS PER SQUARE INCH. 

Effective October 1, 1914. 

Note.—I f these cylinders are manufactured and marked for a charging pressure of 
1,800 pounds per square inch (see par. 9) they may also be used for liquefied gases, 
though specification No. 3 is especially applicable to such cylinders. 

1. Cylinders purchased hereafter and used for the shipment 
of nonliquefied gases whose charging pressures at 70° F. exceed 
300 pounds per square inch must comply with the following speci¬ 
fications. Such cylinders purchased between March 31, 1912, 
and the effective date of these specifications must comply with 
the specifications effective March 31, 1912, or with these speci¬ 
fications. 

2. Cylinders must be made seamless, of steel of uniform quality. 


3 CHEMICAL ANALYSIS. Percent. 

Carbon must not exceed. 0.55 

Phosphorus must not exceed. 0.04 

Sulphur must not exceed. 0.05 

ANNEALING. 


4. All cylinders after finishing must be uniformly and properly 
annealed. All dirt and scale must be removed from both inside 
and outside of the cylinders. 

FLATTENING TEST. 

5. From each lot of 200 or less a representative finished cylinder, 
after annealing and after having passed the hydrostatic test, must 
be selected at random and must withstand, without cracking, flat¬ 
tening between rounded knife-edges to a thickness of six times 
the thickness of the wall of the cylinder, this measurement to be 
made between the outside surfaces of the walls of the cylinder. 

Provided, That when, on account of the small number of cylin¬ 
ders in any lot or order, it is impracticable to make the regular 
crushing test herein prescribed, the physical and crushing test may, 
in cases of lots not to exceed thirty cylinders each, be made on a ring 
not less than eight inches long, cut from each cylinder, and sub¬ 
jected to the same annealing and other heat treatment as the 
finished cylinder. 

The knife-edges must be of wedge shape, converging at an angle 
of 60°, the point being rounded off with a radius of % inch. If 
any one cylinder from any lot fails to pass this test, two others 
from the same lot must be selected, and these must pass it in order 
to have the lot accepted. 






531 


Shipping Container Specifications. 

If it should appear that failure in the test is due to improper 
annealing, the manufacturer has the privilege of reannealing the 
lot and repeating the test. 

PHYSICAL TESTS. 

6. One out of each lot of 200 or less finished cylinders 
after annealing must be selected at random and tests made on 
test specimens cut longitudinally therefrom to determine the elastic 
limit, the tensile strength, and the elongation of the material. 
These test specimens should, when practicable, be taken from the 
same cylinders which are used for the flattening test. 

The elongation must be not less than 10 per cent on an 8-inch 
test specimen. 

The elastic limit must not be more than 70 per cent of the tensile 
strength. 

HYDROSTATIC TEST. 

7. Each finished and annealed cylinder must be subjected 
to a hydrostatic test in a water jacket, or other apparatus of suitable 
form, to furnish reliable data. The test pressure must be not 
less than \ 2 /i times the charging pressure corresponding to a tem¬ 
perature of 70° F. for which the cylinder is designed, except that 
the minimum allowable test pressure shall be 600 pounds per square 
inch. The permanent volumetric expansion must not exceed 
10 per cent of the whole volumetric expansion at this pressure. 

This test must be made without subjecting the cylinder to any 
previous internal pressure in excess of one-third of the test pressure. 

In the hydrostatic test the water gauge indicating the expansion 
must be of such interior diameter that the total expansion will 
cause the water to rise at least 45 centimeters in the gauge, except 
when this will make the interior diameter less than 4 millimeters; 
the pressure must be applied for not less than 30 seconds and as 
much longer as may be necessary to insure complete expansion 
of the cylinder. The expansion must be recorded in terms of 
cubic centimeters. 

MARKING. 

8. Each cylinder must be plainly and permanently marked 
on the shoulder with a serial number and with the name or initials 
of the original purchaser. 

9. Each cylinder must also be plainly and permanently marked 

with the words “COMPLIES WITH I. C. C. SPEC’N No. 3A 
***,>» Qr ^ deseed by the purchaser, this may be abbrevi¬ 
ated to “I. C. C.—3A * * * The stars to be replaced 

by figures indicating the charging pressure for which the cylinder 
is designed which will be not more than three-fifths of the pressure 
used in the test prescribed by paragraph 7. This marking must 
be placed immediately above the serial number and in letters not 
less than 34 inch high. 


532 


Shipping Container Specifications. 

10. The date of the hydrostatic test must also be stamped 
on the cylinder (for example, 4-09 for April, 1909) in such manner 
that the dates of subsequent quinquennial tests required by para¬ 
graph 1861 (i) may be easily added thereto. 

GENERAL CONSTRUCTION. 

11. All billets, plates, or tubes from which cylinders are made 
must be free from seams, cracks, laminations, or any defects which 
might be injurious to the finished cylinder. 

12. The manufacture of the cylinders must be completed with 
the best appliances and according to the best modern methods. 
All finished cylinders must show reasonably smooth and uniform 
surface finish, inspection of inside surface to be made before necking 
down; the threading of the cylinder neck must be even and without 
checks and the cylinders must show no defects of workmanship 
or material likely to result in any appreciable weakness of the 
finished cylinder. A close inspection of each completed cylinder 
must be made before acceptance to discover any defect. 

INSPECTION. 

13. The purchaser must provide for inspection of all material 
and all tests by a competent and disinterested inspector. 

14. The inspector must keep complete records of the various 
melts from which the steel is taken for the manufacture of the 
cylinders. Certified chemical analyses of these melts must be 
supplied to him by the manufacturer, or, if desired by the purchaser, 
he must procure samples from each melt from which other chemical 
analyses may be made. The heat number must be stamped on the 
plates and billets at the steel mill and the inspector must also stamp 
his initials or personal sign on each plate or billet accepted by him, 
and no plate or billet must be used for the manufacture of cylinders 
unless so marked, provided, that when cylinders are to be made 
from drawn seamless tubing under conditions such that the various 
heats of steel can not be properly traced through to the finished 
cylinders a certificate from the manufacturer of the tubing (see 
note at end of report, par. 19, for form of certificate), together 
with check analyses of samples taken from one out of each lot of 
200 or less finished cylinders, shall be accepted. 

15. The inspector shall make such inspection as may be neces¬ 
sary to see that the requirements of paragraphs 11 and 12 are com¬ 
plied with, shall see that the finished cylinders are properly annealed, 
and shall witness all hydrostatic and flattening tests. 

The hydrostatic and flattening tests must be made by the manu¬ 
facturer, but under the direction and supervision of the inspector 
or other representative of the purchaser. 

16. The inspector shall stamp his initials or his personal sign 
immediately beneath the serial number on each cylinder which 
he passes as accepted, and shall make a certified report (see par. 19) 


533 


Shipping Container Specifications. 

to the maker, to the purchaser, and to the chief inspector, Bureau 
of Explosives, 30 Vesey Street, New York City, showing the serial 
numbers of all cylinders which are accepted, together with a copy 
of all data relating to the material and the tests. 

EXEMPTION FOR CYLINDERS OF SMALL DIMENSIONS. 

17. (a) Cylinders and other containers which have an outside 
diameter of less than 2 inches and a length of less than 2 feet shall 
be accepted without complying with the requirements of paragraphs 
5, 0, 7, 8, 9, 10, 13, 14, 15, 16, and 19 of this specification under 
the following conditions; provided, that cylinders having outside 
diameters not greater than inch and capacity of not more than 
4 fluid ounces are not subject to specifications. 

(b) All such containers of whatever size or shape shall be con¬ 
sidered and known as cylinders. 

(c) From each lot of 500 or less a representative finished cylinder 
must be selected at random and subjected to hydrostatic pressure 
until it bursts. The bursting pressure must be noted in the report 
required by paragraph 17 (/), and must be not less than 6,000 pounds 
per square inch. 

( d) Each cylinder must be subjected to a hydrostatic pressure 
of not less than 3,000 pounds per square inch without showing 
any apparent defect. 

( e ) Each cylinder must be plainly and permanently marked, 
as follows: 

X—XX-I. C. C.—3. 

the X’s to be replaced by a date showing month and year of manu¬ 
facture (for example, 5-13 to indicate May, 1913). 

(/) A report on all cylinders placed in service, giving complete 
data and certifying that all requirements of this specification have 
been complied with, must be made to the chief inspector, Bureau 
of Explosives, 30 Vesey Street, New York City. This report 
may be rendered by the manufacturer instead of by an outside 
inspector. 

ADDITIONAL REQUIREMENTS. 

18. The purchasers of cylinders may impose additional re¬ 
quirements not inconsistent with these specifications. 

REPORTS. 

19. The report required by paragraph 16 must be submitted 
in the following form: 

(Place). 

(Date). 

Report of inspection of.cylinders 

numbered. to.. inclusive. 

Manufactured by the.Company. 

Inspected for the.Company. 









534 


Shipping Container Specifications. 

lr The steel from which these cylinders were manufactured was 

made by the . Company. Chemical analyses were 

made from samples representing each melt of steel, as will be ob¬ 
served from the report of chemical test hereto attached. 

The 1 2 (plates)—(tubes) from which these cylinders were manu¬ 
factured were inspected by ., and those which were 

accepted were found free from seams, cracks, laminations, or any 
defects which might prove injurious to the strength of the cylinder. 

Each and every cylinder before 2 (necking down)—(closing) — 
was inspected inside and outside for surface defects. The thickness 
of walls was measured at points not more than 8 inches from the 
open end of the cylinder with a pair of calipers, and the minimum 
thickness of wall noted was. 

Each and every cylinder was 2 (necked down)—(closed)—and 
was uniformly and properly annealed and then the cylinders were 
again inspected in order to discover any defects which might have 
been caused by this process. 

One out of each lot of 200 or less finished cylinders was selected 
by the inspector and subjected in his presence to a flattening test 
as required by the Interstate Commerce Commission specifications. 
All of the cylinders passed this test satisfactorily. 

Two longitudinal test pieces were cut from each crushed cylinder 
and pulled. 

The record of the physical and flattening tests is attached hereto. 

Each and every cylinder was subjected to a hydrostatic test of 

.pounds in the presence of the inspector. 

The record of the hydrostatic tests is attached hereto. 

Each and every cylinder was stamped with the initials. 

of the purchasing company and with the date of test. 

1 If the cylinders are made from drawn seamless tubing under such conditions that 
it is impossible to trace the various heats of steel through to the finished cylinder 
(see par. 14), this paragraph should be replaced by the following: 

The tubing from which these cylinders were manufactured was made by the 

.Company under orders No.. and their 

certificate stating that its chemical composition complies with the requirements is 
attached hereto. Check analyses were made from samples representing each lot of 
200 or less cylinders, as will be observed from the report of chemical tests attached 
hereto. 

Also, the report must be accompanied by a certificate from the manufacturer of 
the tubing as follows: 

(Place).. 

(Date). 

This is to certify that the tubing furnished to the.Company on orders 

No.does not contain more than 0.55 per cent of carbon, nor more than 

0.04 per cent of phosphorus, nor more than 0.05 per cent of sulphur. 


(Signature of Mfr. of tubing.) 
This form to be used only when cylinders are made from drawn seamless tubing. 
(See par. 14.) 

2 Draw a line through word not required. 















535 


Shipping Container Specifications . 

Each and every cylinder was stamped on the shoulder with a 
serial number. 

Each and every cylinder was stamped with the personal sign 

.tlie inspector immediately beneath the serial num¬ 
ber of the cylinder. 

1 Each and every cylinder was plainly stamped. 

just above the serial number. 

I hereby certify that all of these cylinders proved satisfactory in 
every way and comply with the requirements of the Interstate 
Commerce Commission Specification No. 3A and with paragraph 
1822 (a) of the Interstate Commerce Commission Regidations. 


Inspector. 


(Place). 

(Date) 


Record of chemical analysis of melts from which 6teel was 

taken for the manufacture of.cylinders by 

the. ..Company for the.Company. 


Test 

No. 

Melt 

No. 

Test piece 
represents. 

Chemical analysis. 

Accepted or 

Remarks. 

C. 

P. 

S. 



rejected. 












(Signed) 


(Place). 

(Date) 


Record of physical and flat tening tests made on.cylinders, 

manufactured by the.Company 

for the.Company. 


Test 

No. 

Numbers of 
cylinders 
represented 
by test. 

Elastic 
limit per 
square 
inch. 

Tensile 
strength 
per square 
inch. 

Elonga¬ 
tion per 
cent in 8 
inches. 

Reduct¬ 
ion of 
area 
percent. 

Flatten¬ 
ing test. 

Accepted 

or 

rejected. 










(Signed) 


1 Insert marking used. (See par. 9.) 





























































536 


Shipping Container Specifications. 


(Place). 

(Date). 

Record of hydrostatic tests made on.cylinders, . . . 

inches O. D. by.inches long, manufactured by 

the.Company for the.Company. 


N umber of 
cylinder. 

Test 

pressure. 

Weight. 

Total expan¬ 
sion (c. c.). 

Permanent 
expansion 
(c. c.). 

Per cent. 































537 


Shipping Container Specifications. 


Shipping Container Specification No. 4. 

(See par. 1822 (a).) 

Cylinders for the shipment of Anhydrous Ammonia. 

Revised July 2, 1914. Effective October 1, 1914. 

1. Cylinders purchased hereafter and used for the shipment 
of anhydrous ammonia must comply with the following specifi¬ 
cations. Such cylinders purchased between March 31, 1912, and 
the effective date of these specifications must comply with the 
specifications effective March 31, 1912, or with these specifications. 

2. Cylinders must be manufactured from lapwelded pipe, 
made of soft steel of the best welding quality, free from blisters, 
cracks, or other injurious defects. Cylinders may be made seam¬ 
less, or of seamless pipe with heads welded in, if all other require¬ 
ments of this specification are complied with. 

3. CHEMICAL ANALYSIS. 

Per cent. 


Carbon must not exceed. 0.20 

Phosphorus must not exceed. 0.11 

Sulphur must not exceed. 0.05 


MANUFACTURE OF PIPE. 

4. The pipe from which these cylinders are to be made must 
be manufactured by the best appliances and according to the best 
modern practice, each length after being cut into lengths for the 
manufacture of the cylinders to be inspected separately for defects 
inside and outside. Each length of pipe must be subjected to an 
internal hydrostatic pressure of not over 600 pounds per square 
inch, under which it must not show any signs of leaking. 

FLATTENING TEST. 

5. Each crop end cut from the pipe from which the cylinders 
are to be made must be subjected to, and must withstand without 
cracking, flattening between rounded knife-edges to a thickness 
of six times the thickness of the wall of the pipe. This measure¬ 
ment must be made between the outside surfaces of the walls of 
the pipe and the test must be applied with the weld not more than 
45° away from the side which is subjected to the greatest stress. 

The knife-edges must be of wedge shape, converging at an angle 
of 60°, the point being rounded off with a radius of l /2 inch. If 
any crop end fails to pass this test, then another ring cut from 
the same end of the pipe may be tested. 

If the cylinders are made seamless or of seamless pipe, then they 
must be annealed before the testing prescribed by paragraph 8 






538 


Shipping Container Specifications. 

and, as there will be no crop ends available, the flattening test 
must be applied to one out of each lot of 200 or less finished cylinders. 

ANNEALING. 

6. Each cylinder after finishing should be uniformly and properly 
annealed. This may be done after the testing prescribed in para¬ 
graph 8. Dirt and scale must be removed before painting. 

PHYSICAL TEST. 

7. One out of each lot of 200 or less finished cylinders after 
annealing must be selected at random and tests made on test speci¬ 
mens cut longitudinally therefrom to determine the elastic limit, 
the tensile strength, and elongation of the material. 

The elongation must not be less than 20 per cent on an 8-inch 
test specimen. 

The elastic limit must not be more than 70 per cent of the tensile 
strength. 

HYDROSTATIC TEST. 

8. Each finished cylinder must be subjected to a hydrostatic 
test pressure of not less than 1,000 pounds per square inch in a 
water jacket, or other apparatus of suitable form, to furnish reliable 
data. The permanent volumetric expansion must not exceed 10 
per cent of the whole volumetric expansion at this pressure. 

This test must be made without subjecting the cylinder to any 
previous hydrostatic pressure; provided, however, that a pre¬ 
liminary pressure of not more than 80 per cent of the prescribed 
test pressure may be applied once only, previous to the official 
test, for the purpose of rounding out the cylinder. 

9. In the hydrostatic test the water gauge indicating the ex¬ 
pansion must be of such interior diameter that the total expansion 
will cause the water to rise at least 45 centimeters in the gauge, 
except when this will make the interior diameter less than 4 milli¬ 
meters; the pressure must be applied for not less than 30 seconds 
and as much longer as may be necessary to insure complete 
expansion of the cylinder. The expansion must be recorded in 
terms of cubic centimeters. 

MARKING. 

10. Each cylinder must be plainly and permanently marked 
with the name or initials of the owner or owning company. 

11. Each cylinder must also be plainly and permanently marked 
on the head with a serial number and with the words “COMPLIES 
WITH I. C. C. SPEC’N No. 4.” or, if desired by the purchaser, 
this may be abbreviated to “I. C. C.—4.” This marking must 
be placed immediately above the serial number and in letters not 
less than 34 inch high. 

The date of the hydrostatic test must also be plainly stamped 
on the head of cylinder. (For example, 4-09 for April, 1909.) 


539 


Shipping Container Specifications., 

12. \\ hen offered for shipment the package must also bear 
such other description as may be required by the I. C. C. Regu¬ 
lations for the particular article contained therein. 

GENERAL CONSTRUCTION. 

13. 1 he manufacture of the cylinders must be completed with 
the best appliances and according to the best modern methods. 
All finished cylinders must show reasonably smooth and uniform 
surface finish, inspection of inside surface being made before putting 
in the heads and bottoms; the threading of valve seat must be 
even and without checks and the cylinders must show no defects 
of workmanship or material likely to result in any appreciable 
weakness of the finished cylinder. A close inspection of each 
completed cylinder must be made before acceptance to discover 
any defects. 

INSPECTIONS. 

14. The purchaser must provide for inspection of all material 
and all tests by a competent and disinterested inspector. 

15. The inspector shall make such inspection as may be necessary 
to see that the requirements of paragraphs 4 and 13 are complied 
with, shall note the minimum thickness of wall of the pipe used, 
and shall witness all the hydrostatic tests. 

16. The inspector shall obtain from the manufacturer of the 
cylinders a certificate signed by the manufacturer of the steel from 
which the cylinders are made (see Reports, par. 18, for form of 
certificate) and submit it with his report. 

17. The inspector shall stamp his initials or his personal sign 
immediately beneath the serial number of each cylinder which 
he passes as accepted and shall make a certified report (see par. 
18) to the maker, to the purchaser, and to the Chief Inspector, 
Bureau of Explosives, 30 Vesey Street, New York City, showing 
the serial numbers of all cylinders which are accepted together 
with a copy of all data relating to the material and the tests. 

REPORTS. 

18. The reports required by paragraphs 16 and 17 must be 
submitted in the following form: 

(Place).. 

(Date). 

Report of inspection of.cylinders 

numbered from.to., inclusive. 

Manufactured by the.Company. 

Inspected for the.Company. 

The steel from which these cylinders were manufactured was 

made by the . Company under orders Nos. 

. Their certificate stating that the chemical 











540 


Shipping Container Specifications. 

composition of the steel complies with the requirements of Speci¬ 
fication No. 4 is attached hereto. 

Each crop end cut from the pipe from which the cylinders were 
made was subjected to a flattening test as required by Specification 
No. 4. All of the crop ends passed this test satisfactorily. 

Each and every pipe before closing was inspected inside and 
outside for defects, and those which were accepted were found 
free from seams, cracks, laminations, or any defects which might 
prove injurious to the strength of the cylinder. The thickness 
of walls as measured with a pair of calipers and the minimum thick¬ 
ness of wall noted was. 

Each and every cylinder 1 (was)—(was not) uniformly and 
properly annealed, and then the cylinders were again inspected 
in order to discover any defects which might have been caused 
by this process. 

Two longitudinal test pieces were cut from one out of each 200 
or less finished cylinders and pulled. The record of the physical 
tests is hereto attached. 

Each and every cylinder was subjected to a hydrostatic test 
of.pounds per square inch in the presence of the inspector. 


A rounding-out pressure of not more than . pounds 

per square inch 1 (was)—(was not) made. The record of the hydro¬ 
static tests is attached hereto. 

Each and every cylinder was stamped on the .with 


the initials . of the purchasing company. 

Each and every cylinder was stamped on the head with its serial 

number and with the initials.of the inspector 

immediately beneath the serial number of the cylinder and with 
the date of test. 

Each and every cylinder was plainly stamped . on 

the head immediately above the serial number with the wording 
required by paragraph 11 of Specification No. 4. (State which 
form was used.) 

I hereby certify that all of these cylinders proved satisfactory 
in every way, and comply with the requirements of the Interstate 
Commerce Commission Specification No. 4 and with paragraph 
1822 (a) of the Interstate Commerce Commission regulations. 


Inspector. 

Note. If any defects are found in completed cylinders, state 
kind and cause, and that said cylinders were rejected. 

a Draw a line through words not required. 












541 


Shipping Container Specifications. 

CERTIFICATE OF COMPOSITION OF STEEL. 

(Place). ? 

(Date). 

This is to certify that the steel furnished to the . 

Company on orders No.does not contain more than 0.20 

per cent of carbon, nor more than 0.11 per cent of phosphorus, 
nor more than 0.05 per cent of sulphur. 


(Signature of manufacturer of steel.) 


(Place) 


(Date). 

Record of physical tests made on.cylinders, manufac¬ 
tured by the.Company for the.Company. 


Test 

No. 

Numbers of 
cylinders 
represented 
by test piece. 

Elastic limit 
per 

square inch. 

Tensile 
strength 
per square 
inch. 

Elongation 
per cent 
in 8 inches. 

Reduction 
of area 
per cent. 

Accepted 
or rejected. 









(Signed) 


(Place)... 

Date. 

Record of hydrostatic tests made on.cylinders,.... 

inches O. D. by.inches long, manufactured by 

the.Company for the.Company. 


Number of 
cylinder. 

Test 

pressure. 

Weight. 

Total expan¬ 
sion (c. C-). 

Permanent 
expansion 
(c. c.). 

Per cent. 








(Signed) 





























































542 


Shipping Container Specifications. 


Shipping Container Specification No. 5. 

(See par. 1822 (a).) 

Iron or Steel Barrels or Drums for Inflammable Liquids 
or Acids as prescribed by I. C. C. Regulations. 

Revised July 2, 1914. Effective October 1, 1914. 

1. Iron or steel barrels or drums purchased hereafter and used 
for the shipment of inflammable liquids or acids as prescribed by 
I. C. C. Regulations must comply with the following specifications. 
Such barrels or drums purchased between March 31, 1912, and the 
effective date of these specifications must comply with the speci¬ 
fications effective March 31, 1912, or with these specifications. 

2. It is recommended that, when nature of contents will permit, 
each such container should be coated on the inside and outside 
in such manner and with such material as will prevent corrosion. 

3. An iron or steel barrel or drum with a nominal capacity 
of over 55 gallons but not over 110 gallons must be constructed 
of metal the minimum thickness of which in any part of the com¬ 
pleted barrel or drum must not be less than full No. 14 gauge, 
United States standard. 

The weight of a barrel or drum with a nominal capacity of 100 
to 110 gallons must be not less than 130 pounds in the black ex¬ 
clusive of the rolling hoops. 

4. An iron or steel barrel or drum with a nominal capacity 
of over 35 gallons but not over 55 gallons must be constructed 
of metal the minimum thickness of which in any part of the com¬ 
pleted barrel or drum must not be less than full No. 16 gauge, 
United States standard. 

The weight of a barrel or drum with a nominal capacity of 50 
to 55 gallons must be not less than 70 pounds in the black exclusive 
of the rolling hoops. 

5. An iron or steel barrel or drum with a nominal capacity 
of over 10 gallons but not over 35 gallons must have a minimum 
thickness of metal in any part of the completed barrel or drum 
of not less than full No. 18 gauge, United States standard. 

6. An iron or steel barrel or drum with a nominal capacity 
of not more than 10 gallons must have a minimum thickness of 
metal in any part of the completed barrel or drum of not less than 
full No. 20 gauge, United States standard. 

7. Each barrel or drum must be tested under water or with 
all seams covered with soapsuds or heavy oil, by interior compressed 
air at a pressure of not less than 15 pounds per square inch sus¬ 
tained for not less than two minutes, and must stand this test 
without leaking. 



543 


Shipping Container Specifications. 

8. The type of barrel or drum must be capable of standing 
without leaking a hydrostatic test pressure of not less than 40 
pounds per square inch, sustained for not less than 5 minutes. 

9. When filled with water to 98 per cent of its capacity the 
type of barrel or drum must also be capable of standing without 
leakage a test by dropping it diagonally on its chime from a height 
of 4 feet upon a solid concrete foundation. 

10. Factory tests of the type package must be made with suf¬ 
ficient frequency to insure that the product complies with para¬ 
graphs 8 and 9. 

11. Provision must be made for closing the bungholes and 
other openings in such manner as to prevent leakage. Bungs 
or other closing devices projecting beyond the chime or rolling 
hoops must be capable of withstanding the same test drop as pre¬ 
scribed by Paragraph 9. Threaded metal plugs must be close 
fitting and threads in the reinforcements and on the plugs must 
be cut at right angles to the faced surfaces thereof to insure a uni¬ 
form and solid bearing throughout the entire circumference of the 
gasket. Gaskets 1 must be made of lead, fiber, leather, or other 
suitable material. Wooden bungs 2 must be compressed, tapered 
bungs, and must be covered with a suitable coating and have a 
driving fit into a smooth bung hole tapered the same as the bung. 

12. The method of manufacturing the barrel or drum and 
the materials used must be well adapted to producing a uniform 
product. Leaks caused by defective manufacture of a barrel 
or drum must not be stopped by soldering, but must be repaired 
by the method used in constructing the barrel or drum. 

13. The name or initials of the manufacturing company or 
an identifying mark, a copy of which shall be filed with the Chief 
Inspector of the Bureau of Explosives, 30 Vesey Street, New York, 
must be plainly and permanently marked on each barrel or 
drum. 

14. Each barrel and drum must be plainly and permanently 
marked with the words “COMPLIES WTTH I. C. C. SPEC’N 
No. 5,” or, if desired, this marking may be indicated by a symbol 
as follows: 

I. C. C.— 5. 


1 The gaskets and the flange of the bung should be coated with gum shellac dis¬ 
solved in alcohol to about the consistency of molasses and then the bung should be 
set down tight with a wrench having a handle at least 18 inches long. The barrel 
should then be allowed to stand on end for a few hours until the shellac dries, after 
which the barrel should be placed bung down to test for leakage before offering for 
shipment. 

■z Wooden bungs should be long enough to extend about V& inch inside of the bar¬ 
rel and should be soaked in hot water or hot, thin glue for about a minute before driv¬ 
ing into the bung hole so that the interior end of the bung will swell and foim a 
shoulder on the inside of the bung hole. 



544 


Shipping Container Specifications. 

This symbol shall be understood to certify that the package 
complies with all the requirements of this specification. 

All letters and figures in this marking must be at least Y inch 
high. 

Each such container of domestic manufacture shall also have 
plainly stamped thereon the date of manufacture thereof. 

15. When offered for shipment the package must also bear 
such other description as may be required by the I. C. C. Regu¬ 
lations for the particular article contained therein. 

16. Wherever practicable the manufacture of these barrels 
or drums should be subjected to the inspection of a competent 
and disinterested inspector. 

17. All manufacturers who make metal barrels or drums to 
comply with this specification must forward to the chief inspector, 
Bureau of Explosives, 30 Vesey Street, New York City, a report 
of each order completed. Such report must be submitted in the 
following form: 

(Place)., 

(Date). 

Report of metal 1 (barrels-drums) manufactured under our factory 

order No. in accordance with I. C. C. specification 

No. 5. 

Number of barrels.. 

Serial numbers, if any.. 

Nominal capacity. 

Galvanized or not galvanized. 

Minimum gauge (U. S. standard) of metal in body. 

Minimum gauge (U. S. standard) of metal in heads. 

Weight in the black exclusive of rolling hoops. 

Each and every 1 (barrel-drum) was subjected to an internal 

air pressure of . pounds per square inch and 

showed no leakage. 

Each and every ^barrel-drum) is marked as required by para¬ 
graphs 13 and 14 of I. C. C. container specification No. 5. 

We hereby certify that these 1 (barrels-drums) comply with 
the requirements of the Interstate Commerce Commission speci¬ 
fication No. 5, and that the type package of this kind will stand 
the hydrostatic and drop tests prescribed by paragraphs 8 and 
9 of that specification. Date of last test of type package under 
paragraphs 8 and 9 was. 


By 


Manufacturer. 




1 Erase the word barrel or drum as may be required. A drum is a straight sided 
cylindrical container without bilge. 



















545 


Shipping Container Specifications. 


Shipping Container Specification No. 6. 

(See par. 1822 (a).) 

Cases for “Strike Anywhere” matches. 

Revised July 2, 1914. Effective October 1, 1914. 

1. Cases purchased hereafter and used for the shipment of 
“strike anywhere” matches must comply with the following speci¬ 
fications. Such cases for “strike anywhere” matches as may have 
been purchased between July 1, 1912, and the effective date of 
these specifications must comply with the specifications effective 
July 1, 1912, or with these specifications. 

MAXIMUM SIZE OF CASE. 

2. No case may have an internal volume exceeding that of a 
20-inch cube, or 8,000 cubic inches. 

MAXIMUM WEIGHT OF CASE AND CONTENTS. 

3. No case constructed of glued-ply fiber board or pulpboard, 
corrugated strawboard, or solid-fiber millboard composed of not 
less than 50 per cent sulphite fiber, shall have a weight, including 
its contents, exceeding 60 pounds. 

No case of the wire-bound type shall have a weight including 
its contents, exceeding 75 pounds. 

No wood lock-cornered case built in accordance with the accom¬ 
panying specifications shall have a weight, including its contents, 
exceeding 85 pounds unless both head connections to the sides, 
top, and bottom are strapped with iron binding, continuous strips 
^-inch wide, nailed with not more than 5-inch spacing; and under 
no condition shall the weight of a single wood case and its contents 
exceed 100 pounds. 

MAXIMUM CONTENTS OF CASES. 

4. The maximum number of match boxes contained in any 
one case shall be as follows: 


NUMBER OF BOXES. 

NOMINAL NUMBER OF 
. MATCHES PER BOX. 

l A gross. 

Not over 700 

1 gross. 

Not over 500 

2 gross. 

Not over 400 

3 gross. 

Not over 300 

5 gross. 

Not over 200 

12 gross. 

Not over 100 


1 ()ver 50 

20 gross. 

1 Under 100 

25 gross. 

Not over 50 














546 


Shipping Container Specifications. 

MARKING. 

5. The outside container must be marked “COMPLIES WITH 
I. C. C. SPEC’N No. 6,” or, if desired, this marking may be in¬ 
dicated by a symbol consisting of a rectangle as follows: 


I. C. C. —6. 


The letters and figure in this symbol must be at least y^-inch. 
high. 

This symbol shall be understood to certify that the package 
complies with all the requirements of this specification. 

When offered for shipment the package must also be marked 
as required by paragraph 1836 of the I. C. C. Regulations. 

WOOD CASES. 

MATERIAL. 

6. Wood cases must be made of white pine, spruce, or material 
of similar strength and of suitable quality for the purpose used, 
reasonably sound, commercially dry, and free from open or loose 
knots. 

CONSTRUCTION. 

7. The four edge corners connecting the sides with the head 
or ends must be lock-jointed and glued. The ends, sides, top, 
and bottom, when made with more than one piece, must have 
tongued and grooved joints glued, or compression joints glued. 
There must be as good shift of butts at the corners as is possible, 
using commercial lumber. The top and bottom must be nailed 
in an efficient manner. 




547 * 


Shipping Container Specifications. 


8. MINIMUM THICKNESS OF LUMBER FOR CASES. 


SIZES OF HEADS, SIDES, TOP, OR BOTTOM. 


MAXIMUM 

DIMENSION. 

MINIMUM 

DIMENSION. 

THICKNESS OF 
HEAD. 

THICKNESS OF 
SIDES, TOP, AND 
BOTTOM. 

Inches. 

Inches. 

Inch. 

Inch. 

Under 12 

Under 12 

1/2 

3/8 

12-15 

Under-12 

1/2 

3/8 

12-15 

12-15 

9/16 

3/8 

15-18 

Under 6 

1/2 

3/8 

15-18 

6- 9 

9/16 

3/8 

15-18 

9-12 

9/16 

3/8 

15-18 

12-15 

9/16 

3/8 

15-18 

15-18 

5/8 

7/16 

18-21 

Under 9 

9/16 

3/8 

18-21 

9-12 

5/8 

3/8 

18-21 

12-15 

5/8 

3/8 

18-21 

15-18 

11/16 

7/16 

18-21 

18-21 

11/16 

7/16 

21-24 

Under 9 

5/8 

3/8 

21-24 

9-12 

5/8 

3/8 

21-24 

12-15 

11/16 

7/16 

21-24 

15-18 

11/16 

7/16 

21-24 

18-21 

11/16 

7/16 

21-24 

21-24 

3/4 

1/2 

24-27 

Under 12 

11/16 

3/8 

24-27 

12-15 

3/4 

7/16 

24-27 

15-18 

3/4 

7/16 

24-27 

18-21 

3/4 

7/16 

24-27 

21-24 

13/16 

1/2 

24-27 

24-27 

13/16 

1/2 

27-30 

Under 12 

13/16 

3/8 

27-30 

12-15 

13/16 

7/16 

27-30 

15-18 

13/16 

7/16 

27-30 

18-21' 

13/16 

7/16 

27-30 

21-24 

13/16 

7/16 

27-30 

24-27 

13/16 

1/2 

27-30 

27-30 

13/16 

1/2 

30-33 

Under 15 

13/16 

7/16 

30-33 

15-18 

13/16 

7/16 

30-33 

18-21 

13/16 

1/2 

30-33 

21-24 

13/16 

1/2 

30-33 

24-27 

13/16 

1/2 

30-33 

27-30 

13/16 

9/16 

30-33 

30-33 

13/16 

9/16 


9. Cases made of tough spruce or other lumber suitable for 
case making showing a resistance to bending and tensile strength 
15 per cent or more in excess of that of white pine commercial 
case lumber may have the sides, top, and bottom reduced in thick¬ 
ness re inch and the ends Ys inch from the above specified thick¬ 
nesses, but in no case must any side, top, or bottom be made less 
than V 8 inch in thickness or any end less than Y inch in thickness. 













548 


Shipping Container Specifications. 

WIRE-BOUND CASES. 

MATERIAL. 

10. Reasonably sound well-seasoned wood, veneered or sawed, 
absolutely free from open or loose knots must be used, the construc¬ 
tion being such that the edges and connections will produce a case 
as near air-tight as the general wire-bound type of construction 
will permit. 

Veneered wood when used must be practically straight and 
true to surface with each side, top, bottom, or end of case, made 
of one piece of veneer. If any side, top, bottom, or end is made 
of more than one piece of veneer or of sawed stock the joints or 
butts of the various pieces producing one side, top, bottom, or 
end shall be tongued and grooved and efficiently glued. No 
material shall be used that has a minimum thickness of less than 
yi inch. 

CONSTRUCTION. 

11. There must be four cleats at each end of each case not less 
than H by xe inch. The binding wire at each end must be firmly 
stapled to each board and each cleat by staples having legs not less 
than 13 d$ inches long extending over the wire through each board 
and into the cleats. The other wire or wires must be firmly stapled 
to each board by staples extended over the wire and through each 
board and firmly clinched on the inside. Binding wires shall be 
not less than No. 16 gauge for cases less than 50 pounds weight, 
case and contents, and not less than No. 14 gauge for cases over 
50 pounds weight, case and contents, the longitudinal spacing 
of side binding wires being not more than 6^2 inches. Staples 
on binding wires at each end shall be not less than No. 16 gauge 
and on other wires not less than No. 18 gauge for No. 16 binding 
wires, and not less than No. 16 gauge for No. 14 binding wires. 
All staples shall be placed not more than 2^2 inches apart. Each 
wire shall be continuous with the ends tightly twisted at one side. 
When any case exceeds 12 inches in width perpendicular batten 
or battens not less than 1^2 inches wide by H inch thick shall be 
firmly stapled or nailed, provided nails are not less than \ inches 
in length, to each end and also be fastened by nails driven through 
the bottom and top into the battens, so that the space between 
battens or cleats shall not exceed 10 inches. The ends shall be 
firmly fastened to inside of cleats with staples whose legs are not 
less than ft inch long or with nails not less than J / 8 inch in length. 

FOR FIBER BOARD, PULPBOARD, OR MILLBOARD CASES. 

MATERIAL. 

12. Fiber board or pulpboard used in making fiber board or 
pulpboard match cases must be three-ply or more, all plies firmly 
glued together, the outer ply waterproofed, and no single ply less 
than 0.02 inch in thickness. Solid-fiber millboard used in making 


540 


Shipping Container Specifications. 

match cases must be composed of not less than 50 per cent of sul¬ 
phite fiber and must be waterproofed throughout. 

WEIGHT LIMIT 25 POUNDS, CASE AND CONTENTS. 

13. When the glued-ply fiber board or pulpboard used in 
making cases is not less than 0.08 inch in thickness, having a re¬ 
sistance of not less than 200 pounds to the square inch, Mullen test, 
and the outside dimensions of the case, length, width, and depth 
added, do not exceed 45 inches, the gross weight of the case and 
its contents shall not exceed 25 pounds. 

14. When the solid-fiber millboard composed of not less than 
50 per cent sulphite fiber used in making cases is not less than 
0.08 inch in thickness, having a resistance of not less than 240 
pounds to the square inch, Mullen test, and the Outside dimensions 
of the case, length, width, and depth added, do not exceed 45 inches, 
the gross weight of the case and its contents shall not exceed 25 
pounds, provided, however, that the two ends shall consist of scored 
and flanged solid-fiber millboard not less than 0.08 inch in thick¬ 
ness, having a resistance of not less than 240 pounds to the square 
inch, Mullen test, and each of these heads or ends shall be rein¬ 
forced by a straight, unflanged piece of solid-fiber millboard of 
the same thickness and strength of the heads or ends. The rein¬ 
forcing board shall be secured to the case ends by metal stitching 
around the edges and through the center spaced not more than 
3 inches apart. 

WEIGHT LIMIT 40 POUNDS, CASE AND CONTENTS. 

15. W 7 hen the glued-ply fiber board or pulpboard used in making 
cases is not less than 0.10 inch in thickness, having a resistance 
of not less than 275 pounds to the square inch, Mullen test, and 
the outside dimensions of the case, length, width, and depth added, 
do not exceed 55 inches, the gross weight of the case and its con¬ 
tents shall not exceed 40 pounds. 

16. W 7 hen the solid-fiber millboard composed of not less than 
50 per cent sulphite fiber used in making cases is not less than 
0.08 inch in thickness, having a resistance of not less than 320 
pounds to the square inch, Mullen test, and the outside dimensions 
of the case, length, width, and depth added, do not exceed 55 inches, 
the gross weight of the case and its contents shall not exceed 40 
pounds, provided, however, that the two ends shall consist of scored 
and flanged solid-fiber millboard not less than 0.08 inch in thick¬ 
ness, having a resistance of not less than 320 pounds to the square 
inch, Mullen test, and each of these heads or ends shall be rein¬ 
forced by a straight, unflanged piece of solid fiber board of the 
same thickness and strength of the heads or ends. The reinforcing 
board shall be secured to the case ends by metal stitching around 
the edges and through the center spaced not more than 3 inches 
apart. 


550 


Shipping Container Specifications . 

WEIGHT LIMIT 60 POUNDS, CASE AND CONTENTS. 

17. When the glued-ply fiber board or pulpboard used in mak¬ 
ing cases is not less than 0.10 inch in thickness, having a resistance 
of not less than 275 pounds to the square inch, Mullen test, and 
an inner mantle of glued-ply fiber board or pulpboard is arranged 
and constructed to closely fit inside the case, this mantle having 
a thickness of not less than 0.06 inch, and a resistance of not less 
than 175 pounds to the square inch, Mullen test, and the outside 
dimensions of the case, length, width, and depth added, do not 
exceed 60 inches, the gross weight of the case and its contents 
shall not exceed 60 pounds. 

The mantle must be made in one piece of fiber board or pulp¬ 
board, with side lap not less than 2 inches wide. Four head laps 
not less than 1inches wide, with mitered corners, shall be fitted 
to the mantle at each end. 

18. When the solid-fiber millboard composed of not less than 
50 per cent sulphite fiber used in making cases is not less than 
0.09 inch in thickness, having a resistance of not less than 375 
pounds to the square inch, Mullen test, and the outer dimensions 
of the case, length, width, and depth added, do not exceed 60 inches, 
the gross weight of the case and its contents shall not exceed 60 
pounds, provided, however, that the two ends shall consist of scored 
and flanged solid-fiber millboard not less than 0.08 inch in thickness, 
having a resistance of not less than 320 pounds to the square inch, 
Mullen test, and each of these heads or ends shall be reenforced 
by a straight, unflanged piece of solid-fiber millboard of 0.09 inch 
in thickness and a resistance of not less than 375 pounds to the 
square inch, Mullen test. The reenforcing board shall be secured 
to the case ends by metal stitching around the edges and through 
the center spaced not more than 3 inches apart. 

TRANSVERSE DIAPHRAGM. 

19. All cases constructed of solid-fiber millboard which is com¬ 
posed of not less than 50 per cent sulphite fiber, that have a total 
weight, case and contents, exceeding 30 pounds, shall have placed 
transversely in the center of their length a diaphragm or division 
with scored and flanged connection to the sides, top, and bottom 
of said case. This intermediate transverse diaphragm shall be 
composed of solid-fiber millboard not less than 0.08 inch in thick¬ 
ness, having a resistance of not less than 320 pounds to the square 
inch, Mullen test. 

CUTTING AND SCORING. 

20. The heads of all glued-ply fiber board or pulpboard cases 
must be formed of four laps of length within inch of short dimen¬ 
sion of head. When the short dimension of head is greater than 
one-half of the long dimension, one of the short-dimension laps 
must be cut at center of case and one of the long-dimension laps 
must be scored in the center to bend over the shortened lap. 


551 


Shipping Container Specifications. 

21 . Cases constructed of glued-ply fiber board or pulpboard 
or of solid-fiber millboard composed of not less than 50 per cent 
sulphite fiber must be creased, not cut, to produce a reenforcing 
fillet on the inner side of fold. This requirement will apply alike 
to flanged ends and flanged intermediate transverse diaphragms 
as well as to the side members. 

FORMING. 

22 . 1 he side lap of glued-ply fiber board or pulpboard cases 
must be at least 1 \^ inches wide, double stitched, or glued and 
stitched, with flat wire not less than 34 inch wide and of suitable 
thickness, with stitches spaced not more than 234 inches apart. 
Machine used must be capable of driving the wire through the 
fiber board so that the stitching when completed will be perfect. 

23. Cases constructed of solid-fiber board composed of not 
less than 50 per cent sulphite fiber, where the weight of the case 
and its contents shall not exceed 30 pounds, shall have the side 
lap not less than 1 inch wide, single stitched with flat wire not 
less than 34 inch wide and of suitable thickness, with stitches spaced 
not more than 1 34 inches apart. Machine used must be capable 
of driving the wire through the solid-fiber millboard so that the 
stitching when completed will be perfect. 

24. The cases constructed of solid-fiber millboard composed 
of not less than 50 per cent sulphite fiber, where the weight of the 
case and its contents shall exceed 30 pounds, shall have the side 
lap not less than 1 % inches wide, double stitched with flat wire 
not less than 34 inch wide and of suitable thickness, with stitches 
spaced not more than 134 inches apart. Machine used must be 
capable of driving the wire through the solid-fiber millboard so 
that the stitching when completed will be perfect. 

25. Rivets, if equal or superior in strength to the wire stitching, 
may be used. 


CLOSING. 

26. The heads of all glued-ply fiber-board or pulpboard cases 
must be closed with animal glue coated on the entire contact 
surfaces. 

27. Cases constructed of solid-fiber millboard composed of 
not less than 50 per cent sulphite fiber must have heads flanged 
out, both flanges being stitched to the case, sides, top, and bottom 
with flat wire not less than 34 inch wide and of suitable thickness 
spaced not more than 134 inches apart. The width of flanges 
on heads and diaphragms must not be less than 1 inch, including 
the fillet. 

28. Rivets, if equal or superior in strength to the wire stitching, 
may be used. 


552 


Shipping Container Specifications. 

WEIGHT LIMIT. 

29. No case constructed of glued-ply fiber board, pulpboard, 
or solid-fiber millboard composed of not less than 50 per cent sulphite 
fiber may be used as a container for the shipping and transportation 
of matches that has an aggregate weight, case and contents, ex¬ 
ceeding 60 pounds, or is of such size that the sum of the three dimen¬ 
sions (length, width, and depth) exceeds 60 inches. 

FOR DOUBLE-FACED CORRUGATED STRAWBOARD 

CASES. 

MATERIAL. 

30. Double-faced corrugated strawboard used in making double- 
faced strawboard cases must be made of corrugated strawboard 
with inner and outer facings of fiber board or pulpboard, both 
facings having proper bending qualities, firmly glued to the cor¬ 
rugated sheet with the outer facings waterproofed. 

WEIGHT LIMIT 25 POUNDS, CASE AND CONTENTS. 

31. When the outer facing of the double-faced corrugated 

strawboard is not less than 0.018 inch in thickness, having a re¬ 
sistance of not less than 85 pounds to the square inch, Mullen 
test, and the inner facing is not less than 0.018 inch in thickness, 
having a resistance of not less than 85 pounds to the square inch, 
Mullen test, the combined board having a resistance of not less 
than 200 pounds to the square inch, Mullen test, and the outside 
dimensions of the case (length, width, and depth) added do not 
exceed 45 inches, the gross weight of the case and its contents 
shall not exceed 25 pounds. 

WEIGHT LIMIT 40 POUNDS, CASE AND CONTENTS. 

32. When the outer facing of the double-faced corrugated 

strawboard is not less than 0.018 inch in thickness, having a re¬ 
sistance of not less than 85 pounds to the square inch, Mullen 
test, and the inner facing is not less than 0.018 inch in thickness, 
having a resistance of not less than 85 pounds to the square inch, 
Mullen test, the combined board having a resistance of not less 
than 200 pounds to the square inch, Mullen test, and an inner mantle 
of double-faced corrugated strawboard is arranged and constructed 
to closely fit inside the case, this mantle having a resistance of 
not less than 175 pounds to the square inch, Mullen test, and the 
outside dimensions of the case—length, width, and depth—added 
do not exceed 55 inches, the gross weight of the case and its contents 
shall not exceed 40 pounds. 

The mantle shall be made in one piece of double-faced corrugated 
strawboard, with side lap not less than 2)4 inches wide. Four 
head laps, not less than 1 % inches wide, with mitered corners, 
shall be fitted to the mantle at each end. 


553 


Shipping Container Specifications. 

WEIGHT LIMIT 60 POUNDS, CASE AND CONTENTS. 

33. When the outer facing of the double-faced corrugated 
stiawboaid is not less than 0.018 inch in thickness, having a re¬ 
sistance of not less than 85 pounds to the square inch, Mullen 
test, and the inner facing is not less than 0.018 inch in thickness, 
having a resistance of not less than 85 pounds to the square inch, 
Mullen test, the combined board having a resistance of not less 
than 200 pounds to the square inch, Mullen test, and an inner 
mantle of double-faced corrugated strawboard is arranged and 
constructed to closely fit inside the case, this mantle having a 
resistance of not less than 200 pounds to the square inch, Mullen 
test, and the outside dimensions of the case (length, width, and 
depth) added do not exceed 60 inches, the gross weight of the case 
and its contents shall not exceed 60 pounds. 

The mantle shall be made in one piece of double-faced corrugated 
strawboard, with side lap not less than 234 inches wide. Four 
head laps, not less than 1^4 inches wide, with mitered corners, 
shall be fitted to the mantle at each end. 

DETAILS OF CONSTRUCTION. 

34. Each double-faced corrugated strawboard case shall be 
made out of one piece of material. The edge connection of the 
side to the end must be close fitting and be secured by a single 
cloth or sealing strip not less than 2 inches in width and having 
a resistance of not less than 120 pounds to the square inch, Mullen 
test, extending the entire length of the seam and secured by animal 
glue to the box. Double-cloth sealing strips may be used if the 
inner strip is made not less than 134 inches wide and the outer 
strip not less than 234 inches wide, each cloth having a resistance 
of not less than 60 pounds to the square inch, Mullen test, each 
thickness extending the entire length of the seam, the inner being 
firmly glued to the case, and the outer being efficiently and firmly 
glued to the inner cloth and to the case. 

35. The heads of all double-faced corrugated strawboard cases 
with a weight limit not exceeding 25 pounds, case and contents, 
must be formed with four flaps, each pair of flaps butting at ap¬ 
proximately the center line of the head. Cases with a weight 
of over 25 pounds but not over 40 pounds, case and contents, must 
have the two inner flaps butt at the center line of the head and 
the two outer flaps each cover the entire head. Cases with a weight 
of over 40 pounds but not over 60 pounds, case and contents, must 
have both inner and outer flaps cover the entire area of the head. 
Provided that cases with a weight of over 25 pounds but not over 
60 pounds, case and contents, may consist of two complete double- 
faced corrugated strawboard cases, one fitted closely inside the 
other, the inner case made of double-faced corrugated strawboard 
having a resistance of not less than 175 pounds to the square inch, 


554 


Shipping Container Specifications. 

Mullen test, and the outer case made of double-faced corrugated 
strawboard having a resistance of not less than 200 pounds to 
the square inch, Mullen test, fully complying with these require¬ 
ments and specifications, and with the heads of each case formed 
with four flaps, each pair of flaps butting at the center line of the 
head. 

CLOSING. 

36. Heads must be closed with animal glue coated on the entire 
contact surfaces. 

WEIGHT LIMIT. 

37. No double-faced corrugated strawboard case may be used 
as container for the shipping and transportation of matches that 
has an aggregate weight, case and contents, exceeding 60 pounds, 
or is of such size that the sum of its three dimensions (length, 
width and depth) exceed 60 inches. 

MISCELLANEOUS TYPES OF CASES. 

38. Types of packing cases other than those herein discussed 
will be approved, provided they conform to the following require¬ 
ments: 

OTHER TYPES OF WOOD CASES. 

39. Wood nailed cases will be approved, provided that they 
conform to all the requirements before specified for wood lock- 
cornered cases with the omission of the lock-corner requirements, 
and with the following exceptions: The heads, top and bottom, 
to be made inch thicker, and the sides ^ inch thicker than the 
scantlings before specified for lock-cornered cases. 

40. Wood nailed cases will be approved when they conform to 
all requirements before specified for wood lock-cornered cases with 
the omission of the lock-corner construction and without increasing 
the thickness of the scantlings, provided the cases are constructed 
with vertical and horizontal cleats on the ends; cleats to be at 
least three-quarters as thick as the material specified for the ends 
of the lock-corner cases and not less than 1 % inches wide. 

41. All wood nailed cases having a weight, case and contents, 
exceeding 55 pounds, must have the connection of the heads to 
the sides, top, and bottom metal strapped, the metal bands being 

inch wide, with nails spaced 5 inches apart. Intermediate 
nails must be worked connecting the sides, top, and bottom to 
said heads, making the spacing of fastening not more than 2^- 
inch centers. The nail spacing on cases under 50 pounds shall 
under no condition exceed 3 inches. 

OTHER TYPES OF WIRE OR METAL-BOUND CASES. 

42. Cases made with metal or wood end frames that are se¬ 
curely connected to the sides, top, and bottom, will be approved, 
provided the scantlings are equal to or in excess of those required 


555 


Shipping Container Specifications. 

ioi the wire-bound cases before described and the following re¬ 
quirements are complied with: 

Wiie or metal encircling bands must be securely fastened to 
the sides, top, and bottom of the case as before specified for wire- 
bound cases, and the tensile strength of said wire or straps and 
strength of staple shall be at least equal to that specified for wire- 
bound cases. 

No fiber board shall be used for the sides, top, bottom, or ends 
of wire-bound cases unless the resistance of said board, Mullen test, 
is 50 per cent in excess of the combined fiber board case and its 
inner mantle before described under the designation of “fiber board 
cases.” 

OTHER TYPES OF FIBER BOARD CASES. 

43. Other fiber board cases with flanged heads or ends will 
be approved provided said flanged heads or ends are composed 
of material having a resistance, Mullen test, 50 per cent in excess 
of that of the sides, with the inner mantle specified under the head¬ 
ing of “Fiber board cases.” All heads or ends must have the flanges 
project outward, both flanges being metal sewed to the case sides, 
top, and bottom. The width of the flange shall not be less than 
1 inch in the clear, excluding the fillet. 

44. Fiber board cases may be fitted with wood frames for the 
heads or ends, but under these conditions the head frames shall 
not be less than those specified for wire-bound cases, and the scant¬ 
lings for fiber board cases, top and bottom, shall not be less than 
those specified for fiber board cases, with the exception that the 
heads shall have a resistance, Mullen test, 50 per cent in excess of 
that required for the sides, top, and bottom, including the inner 
mantle, wherever specified. 

45. Fiber board cases fitted with wood frames on the sides 
or top and bottom longitudinally or fitted with external battens, 
will be approved providing the scantlings for fiber board in no case 
exceed that specified for fiber board cases; the strength of the 
mantle whenever specified must be added to that of the sides, 
top, or bottom, when the strength of any case described under 
“Fiber board cases” is considered. 

46. Fiber board cases complying with the requirements of 
paragraphs 1, 2, 3, 4, 5, 12, 13, 15, 17, and 29 of this specification 
are approved when made as follows: 

The body of the case shall be made of one piece and shall be 
closed by a flap, in width not less than one-half the depth of the 
case, this flap to extend from the top of the case down over the 
side and to be firmly glued in place with animal glue after filling 
the case. 

Each head shall be formed of four flaps fitted to the body by 
flanges. Material used in the head flap shall be the same thickness 


556 


Shipping Container Specifications. 

and strength as that used for the body. The width of the flanges 
shall not be less than 1 inch, excluding the fillet. The flanges 
shall be metal sewed to the body by stitches of flat wire not less 
than yy inch wide, which shall not be less than inches apart, 
center to center. 

The flaps flanged to the sides of the case shall both be the full 
size of the end of the case. 

The flaps flanged to top and bottom of the case may be of general 
triangular shape, but must extend from the flange not less than 
% inch along the sides of the case. 

All four head flaps shall be securely fastened together at the 
center of the end of the case by a l^-inch screw fastener, con¬ 
sisting of metal plug and cap. 

METAL CANS. 

47. Metal cans made of not less than No. 30 gauge plate, United 
States standard, and of liquid capacity not to exceed 5 gallons, will 
be approved as containers for block, card, or book matches, pro¬ 
vided the cans are sound and well soldered at all joints and seams, 
and provided that after matches are packed therein the cans are 
securely closed by soldering so as to supply an air-tight package. 


557 


Shipping Container Specifications. 


Shipping Container Specification No. 7. 

(See par. 1822 (a).) 

Cylinders for the shipment of any gas, not liquefied, and 

NOT IN SOLUTION, WHOSE CHARGING PRESSURE DOES NOT 
EXCEED 300 POUNDS PER SQUARE INCH AT 70° F. 

Effective October 1, 1914. 


1 . Cylinders purchased hereafter and used for. the shipment 
of any gas, not liquefied, and not in solution, whose charging pres¬ 
sure does not exceed 300 pounds per square inch, at 70° F., must 
comply with the following specifications. Such cylinders purchased 
between April 1, 1912, and the effective date of these specifications 
must comply with the specifications approved by the Bureau of 
Explosives, effective April 1, 1912, or with these specifications. 


MATERIAL. 


2 . 


(а) Cylinders must be made of basic, open-hearth steel. 

(б) Chemical analysis: 

Per cent. 


Carbon.06 to .20 

Phosphorus (not to exceed). .04 

Sulphur (not to exceed). .05 


The chemical analysis must be verified by check analyses made 
on samples taken from one out of each order or lot of 200 or less 
plates, shells or tubes from which the cylinders are to be made. 
Provided, that one analysis from any one heat of steel is sufficient. 


INSPECTION OF MATERIAL. 

3 . All plates, shells, or tubes from which cylinders are to be 
made must be carefully inspected before being made up into cyl¬ 
inders and those which show cracks, laminations, or other defects 
must be rejected. 

ANNEALING. 

4 . All seamless cylinders must be uniformly and properly 
annealed. 

All steel from which cylinders (not seamless) are to be made 
must be uniformly and properly annealed after any hot or cold 
drawing process or after any cold-rolling process. If not drawn 
or cold rolled, it must be capable of bending on itself cold, without 

cracking. 

PHYSICAL TEST. 

5 The material from which the cylinders are made must have 
an elastic limit of not more than 45,000 pounds per square inch. 
This must be verified by check tests on specimens cut from one out 
of each order or lot of 200 or less of the plates, tubes, shells, or 






558 


Shipping Container Specifications. 

finished cylinders. If the material has been hot or cold drawn or 
cold rolled, these tests must be made after the final annealing re¬ 
quired by paragraph 4. 

OPENINGS FOR CONNECTIONS. 

6. The length of thread for connections, such as valves, fuse 
plugs, gauge, etc., must be equal to the standard lengths specified 
for different sizes of pipe thread tappings. 

Standard taper pipe threads must be employed on all threading 
for connections to cylinder and these connections must be tapped 
to gauge with clean-cut threads, so as to insure tight joints. 

PROTECTION OF CONNECTIONS. 

7. When a cylinder to contain inflammable gas is not to be 
boxed or crated for shipment (except as provided in par. 1863 b ), 
the safety and discharge valves and other connections must be 
made safe from injury during transit: (1) By being set into a 
recess of the cylinder so that it will be impossible for them to be 
struck if the cylinder is dropped on a flat surface; or (2) by a cap, 
or collar, fastened to the cylinder (not to the valve or connection), 
this cap or collar to be capable of withstanding a blow delivered 
in any direction of a 30-pound weight falling 4 feet, and constructed 
so that this blow will not be transmitted to the valve or connection; 
or (3) by such construction of the valves and connections that 
they will withstand a test consisting of standing the cylinder up¬ 
right on its base and gradually tipping it over, allowing it to fall 
so that the end of the valve or connection will strike on a block 
of some unyielding substance, such as stone or iron (not wood). 
The block must be so arranged that the end of the valve or con¬ 
nection will strike the block just before the side of the cylinder 
strikes the floor or ground. No leak must develop under this 
test. During the test indicated in (3) above the cylinder must 
contain compressed air or gas under a pressure of at least 50 pounds 
per square inch, and the absence of leakage after the test is completed 
must be verified by application of soapsuds or by other suitable 
method. 


MAXIMUM PERMITTED CHARGING PRESSURE. 

8. The maximum permitted charging pressure must not exceed 
300 pounds per square inch corresponding to a temperature of 70° F. 

MARKING. 

9. Each cylinder must be plainly marked by etching or stamp¬ 
ing on the shell or by a name plate soldered on the shell, such mark¬ 
ing to indicate serial number of cylinder, compliance with these 
specifications, maximum permitted charging pressure at 70° F., 
and the name of manufacturer of the cylinder as follows: 


Shipping (Container Specifications. 


No. 

Complies with I. C. C. Specification No. 7. 

Maximum Permitted Pressure. .Lbs. at 70° F. 

.Co. 

If desired, the words “COMPLIES WITH I. C. C. SPEC’N 
No. 7” may be abbreviated to “I. C. C.—7.” 

1 he date oi manufacture must also be plainly stamped on the 
cylinder. (For example 4-13 for April, 1913). 

When offered for shipment the package must also bear such 
other description as may be required by the I. C. C. Regulations 
for the particular article contained therein. 

STANDARD PRESSURE TEST. 

10. One completed cylinder selected at random out of every lot 
of 200 or less must be subjected to a hydrostatic test in a water 
jacket, or other apparatus of suitable form, to furnish reliable 
data, to an official test pressure of not less than three times the 
maximum permitted charging pressure per square inch, correspond¬ 
ing to a temperature of 70° F. The permanent volumetric expansion 
must not exceed 10 per cent of the total volumetric expansion at 
this pressure; provided, that if these cylinders are to be tested 
quinquennially, as prescribed by paragraph 1861 (e) of the I. C. C. 
Regulations, the Standard Pressure Test herein prescribed may 
be made at a pressure of two times the charging pressure. In 
this case there must be added to the marking prescribed by para¬ 
graph 9 of this specification the words, “THIS CYLINDER MUST 
BE RETESTED EVERY 5 YEARS.” 

No pressure in excess of 100 pounds per square inch shall be 
applied to the cylinder previous to this test, except that a pressure 
of 100 pounds less than the official test pressure may be applied 
once previous to the official test for the purpose of rounding out 
the cylinder. 

In the hydrostatic test the water gauge indicating the expansion 
must be of such interior diameter that the total expansion will 
cause the water to rise at least 45 centimeters in the gauge, except 
when this will make the interior diameter less than 4 millimeters; 
the pressure must be applied for not less than 30 seconds and as 
much longer as may be necessary to insure complete expansion 
of the cylinder. The expansion must be recorded in terms of 
cubic centimeters. 

i 

If this cylinder fails to pass this test, two others from the same 
lot may be selected at random, and these two must pass the test 
in order to have the lot accepted. 






560 


Shipping Container Specifications. 

If the lot of cylinders is rejected under the above test, the manu¬ 
facturer may have the privilege of testing each of the remaining 
cylinders of the lot in the manner indicated above, and those cyl¬ 
inders which pass the test may be accepted. 

SERVICE PRESSURE TEST. 

11. Each completed cylinder before being put into service 
must be subjected to a uniform pressure of not less than two times 
the maximum permitted charging pressure per square inch, cor¬ 
responding to a temperature of 70° F., and they must not show 
any defect under this test. 


INSPECTION. 

12 . The purchaser must provide for the inspection of all material 
and all tests by a competent inspector, and a report must be made, 
as provided in paragraph 15 of this specification, to the chief in¬ 
spector of the Bureau of Explosives, 30 Vesey Street, New York 
City. 


CYLINDERS NOW IN SERVICE. 

13. Cylinders now in service must be tested before December 
31, 1914, to a pressure of at least two times the maximum permitted 
charging pressure per square inch, corresponding to a temperature 
of 70° F., without showing any apparent defects, and must be 
marked as prescribed by paragraph 1861 (i) of the I. C. C. Regu¬ 
lations, or if not so tested before December 31, 1914, they must 
then not be shipped after December 31, 1914, until they have 
been so tested. 

EXEMPTION FROM QUINQUENNIAL TEST. 

14. New cylinders that have been manufactured, tested to three 
times the charging pressure, and reported as prescribed herein, 
and cylinders now in service that have been tested as prescribed 
by section 13, need not be tested quinquennially (par. 1861 (e) of 
the I. C. C. Regulations). New cylinders tested during manu¬ 
facture to only two times the charging pressure are not exempted 
from these retests. 


FORMS FOR REPORTS. 


15. The report required by 
in the following form: 


paragraph 12 must be submitted 
(Place) . 


(Date) . 

Report of inspection of . cylinders.inches 

O. D. by . inches long, numbered from . to 

. 7 inclusive. Manufactured by the.Company. 

Inspected for the.Company. 











561 


Shipping Container Specifications. 

These cylinders were manufactured as follows. 1 

The steel from which these cylinders were manufactured complies 
with the requirements of paragraphs 2 and 5 of Specification No. 7 
as to chemical analysis and physical characteristics as will be ob¬ 
served from the certificate of the manufacturer of the steel attached 
hereto. 2 

A sample was selected at random from the steel used in the manu¬ 
facture of each order or lot of 200 or less of these cylinders and 
a check chemical analysis was made. The report thereof is at¬ 
tached hereto. 

A sample was selected at random from each order or lot of 200 
or less of the 3 (plates)—(tubes)—(shells)—(finished cylinders) 
and a check physical test was made. The report thereof is at¬ 
tached hereto. 

The 3 (plates)—(tubes)—(shells) from which these cylinders 

were manufactured were inspected by . 

and those which were accepted were found free from seams, cracks, 
laminations, or any defects which might prove injurious to the 
strength of the cylinder. 

The walls were measured with a pair of calipers and the minimum 
thickness of wall noted was. 

One cylinder out of each lot of 200 or less was selected at random 

and was subjected to a hydrostatic pressure of.pounds 

per square inch, in the presence of the inspector. A rounding-out 

pressure of .pounds per square inch 3 (was)—(was not) 

applied. The record of these tests is attached hereto. 

Each and every cylinder was subjected to a hydrostatic pressure 
of.pounds per square inch and showed no defect. 

Each and every cylinder is marked with the date of manufacture 
and with the wording required by paragraph 9 of Specification 
No. 7 and shows the..Company as the manu¬ 

facturing company, 

I hereby certify that these cylinders proved satisfactory in every 
way and compl} 7 with the requirements of the Interstate Commerce 
Commission Specification No. 7 and with paragraph 1822 (a) of 
the Interstate Commerce Commission Regulations. 


Inspector. 

1 State as to whether seamless, or seamless body with heads brazed in, or brazed 
throughout, or welded throughout, etc. 

2 This certificate may be in any form but must include a complete definite state¬ 
ment as to the requirements which the steel complies with. 

3 Draw a line through the words not required. 












562 


Shipping Container Specifications. 


(Place). 

(Date). 

Record of check chemical analysis of the steel used lor the 

manufacture of.cylinders by the. 

Company for the.Company. 


Test 

No. 


Cylinders repre¬ 
sented by test. 

Chemical analysis. 

C 

P 

s 












Accepted or 
rejected. 


(Signed) 


Remarks. 


(Place). 

(Date) 


Record of check physical tests made on material used in 

.cylinders, manufactured by the. 

Company for the.Company. 


Test 

No. 

Numbers of 
cylinders 
represented 
by test piece. 

Elastic limit 
per 

square inch. 

Tensile 
strength 
per square 
inch. 

Elongation 
per cent 
in 8 inches. 

Reduction 
of area 
per cent. 

Accepted 
or rejected. 








(Signed) 


(Place) 


(Date). 

Record of hydrostatic tests made on one cylinder out of each 

lot of 200 or less, manufactured by the. 

Company for the.Company. 


Serial num¬ 
ber of cylin¬ 
der tested. 


Numbers of 
cylinders re¬ 
presented by 
test cylinder. 


Total expan¬ 
sion (c. c.). 


Permanent 
expansion 
(c. c.). 


Per cent 
expansion. 


Accepted 
or rejected. 


(Signed) 







































































563 


Shipping Container Specifications. 


Shipping Container Specification No. 8. 

(See Par. 1822 (a).) 

Cylinders for the shipment of acetylene gas. 

Effective October 1, 1914. 


MATERIAL. 

1. Cylinders purchased hereafter and used for the shipment 
of acetylene gas must comply with the following specifications. 
Such cylinders purchased between April 1, 1912, and the effective 
date of these specifications must comply with the specifications 
approved by the Bureau of Explosives, effective April 1, 1912, 
or with these specifications. 

2. (a) Cylinders must be made of basic, open-hearth steel. 


(6) Chemical analysis: 

• Per cent. 

Carbon. 0.06 to 0.20 

Phosphorus (not to exceed). 0.04 

Sulphur (not to exceed). 0.05 


The chemical analysis must be verified by check analyses made 
on samples taken from one out of each order or lot of 200 or less 
plates, shells, or tubes from which the cylinders are to be made; 
provided, that one analysis of any one heat of steel is sufficient. 

INSPECTION OF MATERIAL. 

3. All plates, shells, or tubes from which cylinders are to be 
made must be carefully inspected before being made up into cyl¬ 
inders, and those which show cracks, laminations, or other defects 
must be rejected. 

ANNEALING. 

4. All seamless cylinders must be uniformly and properly 
annealed. 

All steel from which cylinders (not seamless) are to be made 
must be uniformly and properly annealed after any hot or cold 
drawing process or after any cold-rolling process. If not drawn 
or cold rolled it must be capable of bending on itself cold, without 
cracking. 

PHYSICAL TEST. 

5. The material from which the cylinders are made must have 
an elastic limit of not more than 45,000 pounds per square inch. 
This must be verified by check tests on specimens cut from one out 
of each order or lot or 200 or less of the plates, tubes, shells, or finished 
cylinders. If the material has been hot or cold drawn or cold 
rolled, these tests must be made after the final annealing required 
by paragraph 4. 






564 


Shipping Container Specifications. 

OPENINGS FOR CONNECTIONS. 

6. The length of thread for connections, such as valves, fuse 
plugs, gauge, etc., must be equal to the standard lengths specified 
for different sizes of pipe thread tappings. 

Standard taper pipe threads must be employed on all threading 
for connections to cylinder, and these connections must be tapped 
to gauge with clean-cut threads, so as to insure tight joints. 

PROTECTION OF CONNECTIONS. 

7. When a cylinder to contain inflammable gas is not to be 
boxed or crated for shipment (except as provided in paragraph 
1863 (6) ), the safety and discharge valves and other connections 
must be made safe from injury during transit: (1) By being 
set into a recess of the cylinder so that it will be impossible for 
them to be struck if the cylinder is dropped on a flat surface; or 
(2) by a cap or collar, fastened to the cylinder (not to the valve 
or connection), this cap or collar to be capable of withstanding 
a blow delivered in any direction, of a 30-pound weight falling 
four feet, and constructed so that this blow will not be transmitted 
to the valve or connection; or (3) by such construction of the 
valves and connections that they will withstand four successive 
blows delivered by a weight of 30 pounds falling four feet, these 
blows to strike at right angles to the axis of valve or connection, 
and at points 90 degrees apart, without any leak developing; pro¬ 
vided, that if there is any point or part of the valve or connection 
which is relatively weak or whose injury by a blow would be liable 
to cause leakage, then one of the above-mentioned blows must 
strike on that point and no leak must result. During the test 
indicated in (3) above, the cylinder must contain compressed air 
or gas under a pressure of at least 50 pounds per square inch. The 
blows of the weight must strike as nearly at the end of the valve 
or connection as may be possible, and the absence of leakage after 
the test is completed must be verified by application of soapsuds 
or by other suitable method. 


FILLING. 

8. The porous filling employed in these cylinders must be thor¬ 
oughly dried before being placed in the cylinder, must show a 
porosity of between 75 per cent and 80 per cent, and must be 
assembled so as to leave no voids within the cylinder. In the event 
of a filling being used which is poured into the cylinder, and dried 
therein, such filling must be absolutely free from water or voids 
before the cylinder is put into service. 

The filling must possess such structure as to render impossible 
any disintegration or sagging when wet with the solvent. 

It must not be possible to explode a charged cylinder by locally 
applied heat. 


Shipping Container Specifications. 


565 


MAXIMUM PERMITTED CHARGING PRESSURE. 

The maximum permitted charging pressure must not exceed 
7 0 P oun s P er sc l llare inch corresponding to a temperature of 

marking. 

10. Each cylinder must be plainly marked by etching or stamp¬ 
ing on the shell or by a name plate soldered on the shell, such mark¬ 
ing to indicate serial number of cylinder, compliance with these 
specifications, and the maximum permitted charging pressure 
at 70° F., as follows: 


No. 


Complies with I. C. C. Specification No. 8. 

Maximum Permitted Pressure 

.. .Lbs. at 70° F. 


If desired, the words “COMPLIES WITH I. C. C. SPECIFI¬ 
CATION No. 8” may be abbreviated to “I. C. C.—8.” 

The date of manufacture must also be plainly stamped on the 
cylinder. (For example 4-13 for April 1913). 

When offered for shipment the package must also bear such 
other description as may be required by the I. C. C. Regulations 
for the particular article contained therein. 

STANDARD PRESSURE TEST. 

11. One completed cylinder selected at random out of every 
lot of 200 or less must be subjected to a hydrostatic test in a water 
jacket, or other apparatus of suitable form, to furnish reliable data, 
to an official test pressure of not less than three times the maximum 
permitted charging pressure per square inch, corresponding to a 
temperature of 70° F. The permanent volumetric expansion 
must not exceed 10 per cent of the total volumetric expansion 
at this pressure. 

No pressure in excess of 100 pounds per square inch shall be 
applied to the cylinder previous to this test, except that a pressure 
of 100 pounds less than the official test pressure may be applied 
once previous to the official test for the purpose of rounding out 
the cylinder. 

In the hydrostatic test the water gauge indicating the expansion 
must be of such interior diameter that the total expansion will 
cause the water to rise at least 45 centimeters in the gauge, except 
when this will make the interior diameter less than 4 millimeters; 
the pressure must be applied for not less than 30 seconds and as 
much longer as may be necessary to insure complete expansion 
of the cylinder. The expansion must be recorded in terms of 
cubic centimeters. 





566 


Shipping Container Specifications. 

If this cylinder fails to pass this test, two others from the same 
lot may be selected at random, and these two must pass the test 
in order to have the lot accepted. 

If the lot of cylinders is rejected, under the above test, the manu¬ 
facturer may have the privilege of testing each of the remaining 
cylinders of the lot in the manner indicated above, and those cyl¬ 
inders which pass the test may be accepted. 

SERVICE PRESSURE TEST. 

12. Each completed cylinder, after being packed with filling 
and before being put into service, must be subjected to a uniform 
pressure of not less than two times the maximum permitted charging 
pressure per square inch corresponding to a temperature of 70° F., 
and they must not show any defect under this test. 

INSPECTION. 

13. The purchaser must provide for the inspection of all material 
and all tests by a competent inspector, and a report must be made, 
as provided in paragraph 16, of this specification, to the chief in¬ 
spector of the Bureau of Explosives, 30 Vesey Street, New York 
City. 


CYLINDERS NOW IN SERVICE. 

14. Cylinders now in service must fulfill the requirements of 
section 8 of these specifications, must be tested before December 
31, 1914, to a pressure of at least two times the maximum permitted 
charging pressure per square inch corresponding to a temperature 
of 70° F. without showing any apparent defects and must be marked 
as prescribed by paragraph 1861 (i) of the I. C. C. Regulations, 
or if not so tested before December 31, 1914, they must then not 
be shipped after December 31, 1914, until they have been so tested. 

EXEMPTION FROM QUINQUENNIAL TEST. 

15. New cylinders that have been manufactured, tested and 
reported as prescribed herein, and cylinders now in service that 
have been tested as prescribed by section 14, need not be tested 
quinquennially (paragraph 1861 ( e ) of the I. C. C. Regulations). 

FORMS FOR REPORTS. 

16. The report required by paragraph 13 must be submitted 
in the following form: 

(Place)., 

(Date). 

Report of inspection of . cylinders, . inches 

0. D. by . inches long, numbered from . to 

., inclusive. Manufactured by the.Company. 

Inspected for the.Company. 











567 


Shipping Container Specifications. 

These cylinders were manufactured as follows. 1 

The steel from which these cylinders were manufactured com¬ 
plies with the requirements of paragraphs 2 and 5 of Specification 
iNiO. 8 as to chemical analysis and physical characteristics, as will 
be observed from the certificate of the manufcaturer of the steel 
attached hereto. 2 

A sample was selected at random from the steel used in the 
manufacture of each order or lot of 200 or less of these cylinders 
and a check chemical analysis was made. The report thereof is 
attached hereto. 

A sample was selected at random from each order or lot of 200 
or less of the 3 (plates)—(tubes)—(shells)—(finished cylinders) 
and a check physical test was made. The report thereof is at¬ 
tached hereto. 

The 3 (plates)—(tubes)—(shells) from which these cylinders 

were manufactured were inspected by . and those 

which were accepted were found free from seams, cracks, lamina¬ 
tions, or any defects which might prove injurious to the strength 
of the cylinder. 

The walls were measured with a pair of calipers and the minimum 
thickness of wall noted was. 

One cylinder out of each lot of 200 or less was selected at random 

and was subjected to a hydrostatic pressure of.pounds 

per square inch, in the presence of the inspector. A rounding out 

pressure of .pounds per square inch 3 (was)—(was not) 

applied. The record of these tests is attached hereto. 

Each and every cylinder was subjected to a hydrostatic pressure 
of .pounds per square inch and showed no defect. 

Each and every cylinder has been completely filled with. 

in the form of. The porosity of the filling is between 

75 per cent and 80 per cent as determined from tests made at random. 

Each and every cylinder is marked with the date of manufacture 
and with the wording required by paragraph 10 of Specification 
No. 8. 

I hereby certify that these cylinders proved satisfactory in every 
way and comply with the requirements of the Interstate Commerce 
Commission Specification No. 8 and with paragraph 1822 (a) of 
the Interstate Commerce Commission Regulations. 


.) 

Inspector. 


1 State as to whether seamless, or seamless body with heads brazed in, or brazed 
throughout, or welded throughout, etc., etc. 

2 This certificate may be in any form, but must include a complete definite state¬ 
ment as to the requirements which the steel complies with. 

3 Draw a line through the words not required. 










568 


Shipping Container Specifications. 


(Place) 


(Date) 


Record of check chemical analysis of the steel used ior the 

manufacture of.cylinders hy the. 

Company for the.Company. 


Test Cylinders repre- 
No. sen ted by test. 


Chemical analysis 


Accepted 
or rejected. 

Remarks. 

c 

P 

S 





i 

1 










(Signed) 


(Place). 

(Date) 


Record of check physical tests made on material used in 

cylinders manufactured hy the.Company 

for the.Company. 


Test 

No. 

Numbers of 
cylinders 
i represented 
by test piece. 

Elastic limit 
per 

square inch. 

Tensile 
strength 
per square 
inch. 

Elongation 
per cent 
in 8 inches. 

Reduction 
of area 
per cent. 

Accepted 
or rejected. 








(Signed) 


(Place). 

(Date). 

Record of hydrostatic tests made on one cylinder out of each 

lot of 200 or less manufactured by the. 

Company for the.Company. 


Serial num¬ 
ber of cylin¬ 
der tested. 

Numbers of 
cylinders re¬ 
presented by 
test cylinder. 

Total expan¬ 
sion (c. c.). 

Permanent 
expansion 
(c. c.). 

Per cent 
expansion. 

Accepted 
or rejected. 








(Signed) 












































































569 


Shipping Container Specifications. 


Shipping Container Specification No. 9. 

(See par. 1822 (a).) 

W OODEN BARRELS, HALF BARRELS, AND KEGS FOR THE SHIPMENT 
OF INFLAMMABLE LIQUIDS IN BULK WHOSE FLASH POINT IS LESS 
THAN 20° F., AS LONG AS THESE CONTAINERS ARE NOT 
PROHIBITED FOR SUCH ARTICLES, AND FOR THOSE ACIDS 
WHICH ARE ALLOWED TO BE SHIPPED IN 
BULK IN WOODEN BARRELS. 

Effective October 1, 1914. 


1. Wooden barrels, half barrels, and kegs purchased hereafter 
and used for the shipment of inflammable liquids in bulk whose 
flash point is less than 20° F., for such time as these containers 
are not prohibited for such liquids, or for those acids which are 
allowed to be shipped in bulk in wooden barrels, must comply 
with the following specifications: 

MATERIAL. 

2. Material from which the barrel, half barrel, or keg is con¬ 
structed must be white oak of good quality, thoroughly kiln-dried. 
It must be free from seed holes and rotten sap. 

THICKNESS OF STAVES AND HEADS. 

3. The staves and heads must be as follows: 

(a) For barrels (capacity over 32 gallons and not over 55 gallons)> 
the staves in the finished barrel must be not less than % inch in 
thickness. The heads must be not less than 1 inch thick in the 
finished barrel. 

(h) For half barrels and kegs (capacity 18 gallons and not over 
32 gallons), the staves and heads must be not less than % inch in 
thickness in the finished barrel. 

(c) For kegs (capacity 5 gallons and not over 18 gallons), the 
staves and heads must be not less than inch in thickness in the 
finished keg. 

(d) For kegs (capacity under 5 gallons), the staves and heads 
must be not less than inch in thickness in the finished keg. 

HOOPS. 

4. The hoops must be made of hoop iron and must be not less 
in number nor smaller in size than the following: 

For barrels (capacity over 32 gallons and not over 55 gallons), 
six hoops: 

Head hoops 1 % inches by 16 gauge. 

Quarter hoops \ l A inches by 18 gauge. 

Bilge hoops 1M inches by 17 gauge. 



570 


Shipping Container Specifications. 

For half barrels and kegs (capacity over 18 gallons and not over 
32 gallons), six hoops: 

Head hoops 1 Yi inches by 19 gauge. 

Other hoops 1 inches by 19 gauge. 

For kegs (capacity 5 gallons and not over 18 gallons), six hoops: 

Head hoops 1)4 inches by 19 gauge. 

Other hoops 1 % inches by 19 gauge. 

For kegs (capacity under 5 gallons), four hoops: 

Head hoops 1 inch by 20 gauge. 

Other hoops J4 inch by 21 gauge. 

INTERIOR COATING. 

5. The barrels, half barrels, and kegs must be coated on the in¬ 
side with glue, asphaltum, or other coating suitable to prevention 
of leakage of the contents. When glued, there must be used at 
least two coats of good commercial glue as so to insure a uniform 
covering of the inside surface and averaging in total at least one- 
half pound to each barrel, and for half barrels and kegs an amount 
proportional to their inside surfaces. 

OPENINGS. 

6. Bungholes and other openings must be provided with secure 
closing devices that will not permit leakage through them. Com¬ 
pressed tapered wooden bungs must be covered with a suitable 
coating and must have a driving fit into a tapered hole. They 
should be soaked in hot water for about one minute before driving 
into the bunghole. 

MANUFACTURE. 

7. The method of manufacture and the materials used must 
be well adapted to producing a uniform product. 

BARRELS USED MORE THAN ONCE. 

8. Barrels, half barrels, and kegs which have been used at least 
once, must be thoroughly recoopered when necessary,, and must 
be reglued with at least one coat of glue before each refilling. Badly 
bulged or warped heads must be replaced. 

MARKING. 

9. These barrels, half barrels, and kegs must be marked “COM¬ 
PLIES WITH I. C. C. SPEC’N No. 9,” or, if desired, this marking 
may be indicated by a symbol consisting of a rectangle as follows: 

I. C. C.-9 

The letters and figures in this symbol must be at least )4 inch 
high. 

This symbol shall be understood to certify that the package 
complies with all the requirements of this specification. 

When offered for shipment the package must also bear such 
other description as may be required by the I. C. C. Regulations 
for the particular article contained therein. 



571 


Shipping Container Specifications. 


Shipping Container Specification No. 10. 

(See par. 1822 (a).) 

\\ OODEN BARRELS, HALF BARRELS, AND KEGS USED FOR THE SHIP¬ 
MENT OF INFLAMMABLE LIQUIDS IN BULK WHOSE FLASH 
POINT TS NOT LOWER THAN 20° F. AND FOR OTHER 

ARTICLES AS PRESCRIBED BY I. C. C. 

Regulations. 

Effective October 1, 1914. 

1. W ooden barrels, half barrels, and kegs purchased hereafter 
and used for the shipment of inflammable liquids in bulk, whose 
flash point is not lower than 20° F., must comply with the following 
specifications: 

MATERIAL. 

2. Material from which the barrel, half barrel, or keg is con¬ 
structed must be oak, or other suitable hardwood, thoroughly kiln- 
dried; provided, that kegs of a capacity not greater than 18 gallons 
may be constructed of soft wood if the thickness of staves and 
heads is one-eighth of an inch greater than that required for the 
oak kegs. 

THICKNESS OF STAVES AND HEADS. 

3. The staves and heads must be not less than the following 
thickness when the barrel, half barrel, or keg is finished: 

For barrels (capacity over 32 gallons and not over 55 gallons), 
ff inch. 

For half barrels and kegs (capacity over 18 gallons and not over 
32 gallons), % inch. 

For kegs (capacity 5 gallons and not over 18 gallons), ^ inch. 

For kegs (capacity under 5 gallons), )4 inch. 

HOOPS. 

4. The hoops must be not less in number nor smaller in size 
than the following: 

For barrels (capacity over 32 gallons and not over 55 gallons), 
six hoops: 

Head hoops, If! inches by 17 gauge. 

Quarter hoops, 1 fe inches by 18 gauge. 

Bilge hoops, If! inches by 17 gauge. 

For half barrels and kegs (capacity over 18 gallons and not over 
32 gallons), six hoops: 

Head hoops, 1)4 inches by 19 gauge. 

Other hoops, 1)4 inches by 19 gauge. 

For kegs (capacity 5 gallons and not over 18 gallons), six hoops: 

Head hoops, 1)4 inches by 19 gauge. 

Other hoops, 1)4 inches by 19 gauge. 



572 


Shipping Container Specifications. 

For kegs (capacity under 5 gallons), four hoops: 

Head hoops, 1 inch by 20 gauge. 

Other hoops, inch by 21 gauge. 

OPENINGS. 

5. Bungholes and other openings must be provided with secure 
closing devices that will not permit leakage through them. Com¬ 
pressed tapered wooden bungs must be covered with a suitable 
coating and must have a driving fit into a tapered hole. They 
should be soaked in hot water for about one minute before driving 
into the bunghole. 

MANUFACTURE. 

6. The method of manufacture and the materials used must 
be well adapted to producing a uniform product. 

CONTAINERS USED MORE THAN ONCE. 

7. Barrels, half barrels, and kegs which have been used at least 
once must be thoroughly recoopered when necessary. Badly bulged 
or warped heads must be replaced. 

MARKING. 

8. These barrels, half barrels, and kegs must be marked “COM¬ 
PLIES WITH I. C. C. SPEC’N No. 10,” or, if desired, this mark¬ 
ing may be indicated by a symbol consisting of a rectangle as follows: 


I. C. C.-10. 


The letters in this symbol must be at least 3d> inch high. 

This symbol shall be understood to certify that the package 
complies with all the requirements of this specification. 

When offered for shipment the package must also bear such 
other description as may be required by the I. C. C. Regulations 
for the particular article contained therein. 



573 


Shipping Container Specifications. 


Shipping Container Specification No. 11. 

For wooden barrels, half barrels, and kegs used for the shipment of 

INFLAMMABLE SOLIDS OR OXIDIZING MATERIALS OR FIREWORKS IN BULK OR IN INSIDE 
CONTAINERS, OR FOR THE SHIPMENT OF INFLAMMABLE LIQUIDS OR CORROSIVE 
LIQUIDS WHEN THE SAME ARE PACKED IN PROPER INSIDE CONTAINERS, AS AUTHOR¬ 
IZED by the I. C. C. Regulations. These packages may also be used for the 

SHIPMENT OF LOW EXPLOSIVES, BLACK POWDER, SMOKELESS POWDER, OR HIGH 
EXPLOSIVES AS AUTHORIZED BY PARAGRAPH 1556 OF THE I. C. C. REGULATIONS, 
PROVIDING THE CONTENTS ARE INCLOSED IN A STRONG CLOTH SACK SECURELY CLOSED 
TO PREVENT LEAKAGE OR IN TWO ARKELL PAPER BAGS, ONE OUTSIDE THE OTHER, 
AND BOTH BEING SECURELY TIED. 

Effective October 1, 1914. 


TYPE. 

1. Wooden barrels, half barrels, and kegs purchased hereafter 
and used for the shipment of inflammable solids or oxidizing ma¬ 
terials or fireworks in bulk or in inside containers or for the ship¬ 
ment of inflammable liquids or corrosive liquids when the same 
are properly packed in inside containers, as authorized by the I. 
C. C. Regulations, or for the shipment of low explosives, black 
powder, smokeless powder, or high explosives as authorized by 
paragraph 1556 of the I. C. C. Regulations, must comply with the 
following specifications: 

The barrels, half barrels, and kegs may be either “tight” or 
“slack.” 

“Tight” barrels, half barrels, and kegs of the types prescribed 
in specifications Nos. 9 and 10 may be used, and in this case they 
would not have to be glued; but they must be headed up in the 
usual manner before shipment. 

CLASSIFICATION. 

2. All slack barrels, half barrels, and kegs are divided into 
classes limited both as to capacity and weight of contents as follows: 

Class A. Capacity not over 10 gallons, and to contain not over 
100 pounds net weight. 

Class B. Capacity not more than 17 gallons, and to contain 
not over 150 pounds net weight. The average container of this 
class is the ordinary 12^ by 18 inch keg. 

Class C. Capacity not more than 25 gallons, and to contain 
not over 200 pounds net weight. The average container of this 
class is the ordinary half flour barrel, 13 3^ by 24 inches. 

Class D. Capacity not more than 35 gallons, and to contain 
not over 400 pounds net weight. The average container of this 
class is the ordinary flour barrel, \ 7 % by 28 inches. 

Class E. Capacity not more than 45 gallons, and to contain 
not over 600 pounds net weight. The average container of this 
class is the ordinary sugar barrel, 19 kg by 30 inches. 



574 


Shipping Container Specifications . 

Class F. Capacity not more than 55 gallons, and to contain 
not over 750 pounds net weight. The average container of this 
class is practically the ordinary oil barrel, 20y by 34 inches. 

MATERIAL. 

3. The material from which the barrels, half barrels, and kegs 
are constructed must be of good hard wood (except when specific¬ 
ally provided otherwise), thoroughly kiln-dried, and must be free 
from knots. 

STAVES. 

4. The staves must be not less than the following thickness: 

HARDWOOD. 

Classes A, B, and C. Six staves to 2 inches (cut or sawed). 

Classes D and E: % inch each (cut) or five staves to l fig 
inches (sawed). 

Class F: ^ inch. 


SOFTWOOD. 

Classes A and B: fie inch. 

Classes C, D, E, and F: Softwood not allowed. 

HEADS. 

5. The heads must be not less than the following thickness: 

Oak, beech, maple, and red gum: ^ inch for all classes. 

Basswood, cottonwood, tupelo gum, and other similar woods: 
y 2 inch for all classes. 

Softwood: ye inch for classes A and B. Softwood not allowed 
for heads of classes C, D, E, and F. 

The heads of classes D, E, and F must be cleated or battened 
across the cants with cleats not less than 4 by l / 2 inches. 

HOOPS. 

G. The hoops shall not be less in number than the following: 
Wooden hoops: 

Six hoops for classes A and B. 

Eight hoops for classes C and D. 

Twelve hoops for classes E and F. 

Steel hoops: 

Four hoops for classes A, B, C, and D. 

Six hoops for classes E and F. 

The hoops shall not be smaller in size than the following: 
Wooden hoops: 

Thickness to ^ inch and width 1 y % inches, inside meas¬ 
urement, for all classes. 


575 


Shipping Container Specifications. 

Steel hoops: 

For classes A and B— 

Head hoops 1 % inches by 23 gauge. 

Bilge hoops 1% inches by 23 gauge. 

For classes C and D— 

Head hoops 1 y s inches by 21 gauge. 

Bilge hoops 1 % inches by 23 gauge. 

For classes E and F. 

Head hoops 1 % inches by 21 gauge. 

Bilge hoops 1 fg inches by 23 gauge. 

Quarter hoops 1 inches by 23 gauge.. 

Gauge mentioned refers to United States standard. 

7. If desired, half of the wooden hoops may be replaced by 
steel wire hoops, the wire to be directly under the wooden hoops 
(between the hoop and the bilge) and to be not less than No. 11 
gauge for classes A, B, C, and D and not less than No. 9 for classes 
E and F. 

8. If desired, the standard wooden hoops may be replaced 
by oval bark hoops (so-called “half-round”), three circumferences 
of which will be required to take the place of one standard hoop. 

9. If the Brainerd steel hoop is used, the rolled edge shall be 
included in measuring the width of the hoops. 

10. All steel hoops must be nailed or bradded in place, except 
wire hoops, which must be stapled, and all wooden hoops must 
be nailed or stapled in place, with at least 4 nails, brads, or staples 
in classes A, B, C, and D, and 6 nails, brads, or staples in classes 
E and F. 

11. The ends of wooden hoops must be joined together with 
at least one staple clinched on the inside and with at least two 
additional nails or staples clinched on the inside. 

HEADING. 

12. Both heads must be headed up in the usual manner before 
shipment and must not be closed by gunny sacking, boarding, 
or other like methods. 

The heads must fit into a croze or notch in the staves and in 
addition there must be an outer lining hoop to hold the heads in 
place. These lining hoops must extend entirely around the inside 
of the chime and must be held in place by nails at intervals of about 
5 inches. 

MANUFACTURE. 

13. The method of manufacture and the materials used must 
be well adapted to producing a uniform product. The staves 
and heads must be well fitted together and the complete package 


576 


Shipping Container Specifications. 

must be sufficiently tight to prevent the escape of any of the con¬ 
tents under ordinary conditions of transportation, and if necessary 
must be lined to secure tightness. 

The finished package must be of the grade known generally 
in the trade as No. 1 grade. 

CONTAINERS USED MORE THAN ONCE. 

14. Barrels, half barrels, and kegs which have been used at 
least once must be thoroughly recoopered when necessary before 
using again. 

MARKING. 

15. These barrels, half barrels, and kegs must be marked: 

“COMPLIES WITH I. C. C. SPEC’N No. 11,” or, if desired, 
this marking may be indicated by a symbol consisting of a rect¬ 
angle, as follows: 

I. C. C.—11. 

The letters and figures in this symbol must be at least Yi inch 
high. 

This symbol shall be understood to certify that the package 
complies with all the requirements of this specification. 

When offered for shipment the package must also bear such 
other description as may be required by the I. C. C. Regulations 
for the particular article contained therein. 



577 


Shipping Container Specifications. 


Shipping Container Specification No. 12. 

(See par. 1531.) 

Boxes to be used as outside containers for shipping special 

FIREWORKS, OR COMMON FIREWORKS WHEN IN THE 
SAME BOX WITH SPECIAL FIREWORKS. 

Effective October 1, 1914. 

1. Boxes purchased hereafter and used for outside containers 
for the shipment of special fireworks, or common fireworks in the 
same box with special fireworks, must comply with the following 
specifications. Such boxes purchased previous to the effective 
date of this specification must comply with the requirements of 
paragraph 1634 of the I. C. C. Regulations, effective March 31, 
1912, or with these specifications. 

2. Must be made of good sound white pine or any wood of 
equal or superior strength, dry and well seasoned, and with no 
loose knots or knots liable to get loose in any part. 

3. No box containing special fireworks shall weigh, including 
contents, more than 200 pounds. 

4. All nailed boxes of gross weight, including contents, exceed¬ 
ing 65 pounds must be cleated. 

5. Boxes when cleated must have two vertical and two hori¬ 
zontal cleats at each end. 

6. In all cleated boxes the sides, top, and bottom must extend 
out over the cleats and the nailing must be staggered, at least 
40 per cent of the nails being driven into the ends and at least 
40 per cent into the cleats. 

7. When sides, ends, tops, or bottoms are made of more than 
one piece the pieces must be tongued and grooved, and in making 
up the boxes the joints must be staggered. 

8. All lock or dovetail corners must be glued. 

9. Nails driven through sides, top, and bottom into ends must 
be at not greater than 3-inch centers. 

10. Nails driven through top and bottom into sides must be at 
not greater than 6-inch centers. 

11. Gauge of nails used shall be not less than the following 
sizes, depending upon the thickness of lumber into which they are 
to be driven: 

2- penny into f^-inch lumber. 

3- penny into 3 ^-inch lumber. 

4- penny into ^ to >2 inch lumber. 

5- penny into & to b A inch lumber 

6- penny into H to H inch lumber. 

7- penny into J^-inch or thicker lumber. 



578 


Shipping Container Specifications. 

For example, nails driven through a 3^-inch side into a /4-inch end 
must be 6 -penny. Screws of equal efficiency may be used in place 
of nails. 

12. When boxes are set up the bottoms and lids must fit ac¬ 
curately on the frame. 

13. Each box must be plainly marked “COMPLIES WITH 
I. C. C. SPEC’N No. 12,” or, if desired, this marking may be in¬ 
dicated by a symbol consisting of a rectangle as follows: 


i. c. c.—12. 

The letters and figures in this symbol must be at least V 2 inch 
high. 

This symbol shall be understood to certify that the package 
complies with all the requirements of this specification. 

When offered for shipment the package must also bear the word¬ 
ing required by paragraph 1636 of the I. C. C. Regulations. 

14. The thickness of lumber in the finished box must not be 
less than the following, except that a variation of 3 V inch may 
be accepted. 


14 (a). BOX AND CONTENTS NOT OVER 30 POUNDS GROSS WEIGHT. 


• 

Ends. 

Sides. 

Top and 
bottom. 

Cleats. 

Lock or dovetail corner boxes. . . 

Cleated boxes. 

Nailed boxes not cleated. 

Inch . 

K 

Vs 

Vs 

Inch. 

/ 8 

K 

Inch. 

V 

Vs 

l A 

Inch. 

Vs by 1 A 

14 ( b ). BOX AND CONTENTS OVER 30 POUNDS BUT NOT OVER 

65 POUNDS GROSS WEIGHT. 


Ends. 

Sides. 

Top and 
bottom. 

Cleats. 

Lock or dovetail corner boxes. . . 

Cleated boxes. 

Nailed boxes not cleated. 

Inch. 

9 

16 

9 

16 

13 

16 

Inch. 

Vs 

Vs 

l A 

Inch. 

Vs 

Vs 

l A 

Inch. 

re by IK 

14 (c). BOX AND CONTENTS OVER 65 POUNDS BUT NOT OVER 

125 POUNDS GROSS WEIGHT. 


Ends. 

Sides. 

Top and 
bottom. 

Cleats. 

Lock or dovetail corner boxes. . . 

Cleated boxes. 

Nailed boxes not cleated. 

Inch. 

V 

V 
C) 

Inch. 

l A 

l A 

C) 

Inch. 

V* 

A 

C) 

Inch. 

V by IK 
V) 


A Not authorized. 


















































579 


Shipping Container Specifications. 

14 (d). BOX AND CONTENTS OVER 125 POUNDS BUT NOT OVER 

200 POUNDS GROSS WEIGHT. 



Ends. 

Sides. 

Top and 
bottom. 

Cleats. 

Lock or dovetail corner boxes. . . 

Cleated boxes. 

Nailed boxes not cleated. 

i Inch. 

Vs 

Vs 

V) 

Inch. 

Vs 

Vs 

V) 

Inch. 

Vs 

Vs 

C 1 ) 

Inch. 

Vs by 1 Vs 
( l ) 


a Not authorized. 


TESTS. 

15. When nonexplosive material of equal weight is substituted 
for the contents of package and the outside package is dropped 
two times successively on its end to solid brick or concrete from 
a height of 4 feet, the outside package must not open nor rupture 
nor must any portion of the contents escape therefrom. 














580 


Shipping Container Specifications. 


Shipping Container Specification No. 12A. 

(See par. 1531.) 

Boxes to be used as outside containers for shipping common 

FIREWORKS. (If ANY SPECIAL FIREWORKS ARE IN THE BOX, 

IT MUST BE MADE IN ACCORDANCE WITH 

Specification No 12.) 

Effective October 1, 1914. 

1. Boxes purchased hereafter and used as outside containers 
for the shipment of common fireworks must comply with the follow¬ 
ing specifications: 

2. Must be made of good sound white pine or any wood of 
equal or superior strength, dry and well seasoned and with no loose 
knots or knots liable to get loose in any part. 

3. No box containing common fireworks shall weigh, including 
contents, more than 325 pounds, except that boxes containing 
“special exhibition set pieces” may weigh, including contents, 
not to exceed 400 pounds. 

4. All nailed boxes of gross weight, including contents, exceed¬ 
ing 65 pounds must be cleated. 

5. Boxes when cleated must have two cleats at each end and 
the sides or top and bottom must extend out over the cleats and 
the nailing must be staggered, at least 40 per cent of the nails being 
driven into the ends and at least 40 per cent into the cleats. 

6. When sides, ends, tops, or bottoms are made of more than 
one piece, the pieces must be t.ongued and grooved, and in making 
up the boxes the joints must be staggered. 

7. All lock or dovetail corners must be glued. 

8. Nails driven through sides, top, and bottom into ends must 
be at not greater than 3-inch centers. 

9. Nails driven through top and bottom into sides must be 
at not greater than 6-inch centers. 

10. Gauge of nails used shall be not less than the following 
sizes, depending upon the thickness of lumber into which they are 
to be driven: 

2- penny into j^-inch lumber. 

3- penny into %-inch lumber. 

4- penny into fs to Yi inch lumber. 

5- penny into fs to inch lumber. 

6- penny into H to xf inch lumber. 

7- pennv into Y %-inch or thicker lumber. 

For example, nails driven through a 3drinch side into a %-inch 
end must be 6-pennv. Screws of equal efficiency may be used in 
place of nails. 




581 


Shipping Container Specifications. 

11. \\ hen boxes are set up the bottom and lids must fit ac¬ 
curately on the frame. 

12. Each box must be plainly marked “COMPLIES WITH 
I. C. C. SPEC’N No. 12A,” or, if desired, this marking may be 
indicated by a symbol consisting of a rectangle as follows: 


I. C. C.-12A. 


The letters and figures in this symbol must be at least V> inch 

high. 

The symbol shall be understood to certify that the package 
complies with all the requirements of this specification. 

When offered for shipment the package must also bear the word¬ 
ing required by paragraph 1638 of the I. C. C. Regulations. 

13. Inported “Chinese” firecrackers may be packed in the 
package in which they are imported, provided these packages 
consist of wooden boxes completely covered with strong matting 
and do not weigh more than 100 pounds gross weight. 

14. The thickness of lumber in the finished box must not be 
less than the following, except that a variation of 32 inch may be 
allowed: 


14 (a). BOX AND CONTENTS NOT OVER 30 POUNDS GROSS WEIGHT. 



Ends. 

Sides. 

Top and 
bottom . 

Cleats. 

Lock or dovetail corner boxes. . . 

Cleated boxes. 

Nailed boxes not cleated. 

Inch. 

Vs 

% 

Vs 

Inch. 

Vs 

Vs 

l A 

Inch. 

Vs 

% 

l A 

Inch. 

Vs by 1 V% 

14 (6). BOX AND CONTENTS OVER 30 POUNDS BUT NOT OVER 65 

POUNDS GROSS WEIGHT. 


Ends. 

Sides. 

Top and 
bottom. 

Cleats. 

Lock or dovetail corner boxes. . . 

Cleated boxes. 

Nailed boxes not cleated. 

Inch. 

'A 

l A 

V 

Inch. 

Vs 

Vs 

K 

Inch . 

Vs 

Vs 

X A 

Inch. 

X A by l 

14 (c). BOX AND CONTENTS OVER 65 POUNDS BUT NOT OVER 

125 POUNDS GROSS WEIGHT. 


Ends 

Sides. 

Top and 
bottom. 

Cleats. 

Lock or dovetail corner boxes. . . 

Cleated boxes. 

Nailed boxes not cleated. 

Inch. 

% 

% 

Vs 

Inch. 

% ! 
H 

Inch. 

Vs 

Vs 

Vs 

Inch. 

V by 1 A 
















































582 


Shipping Container Specifications. 


14 ( d ). BOX AND CONTENTS OVER 125 POUNDS BUT NOT OVER 

200 POUNDS GROSS WEIGHT. 



Ends. 

Sides. 

Top and 
bottom. 

Cleats. 

Lock or dovetail corner boxes. . . 

Cleated boxes. 

Nailed boxes not cleated. 

Inch. 

A 

% 

( l ) 

Inch. 

A 

A. 

(M 

Inch. 

A 

A 

C 1 ) 

Inch. 

A by IK 
C 1 ) 


Not authorized. 


14 (e). BOX AND CONTENTS OVER 200 POUNDS BUT NOT OVER 

325 POUNDS GROSS WEIGHT. 



Ends. 

Sides. 

Top and 
bottom. 

Cleats. 

Lock or dovetail corner boxes. . . 

Inch. 

A 

Inch. 

A 

Inch. 

As 

Inch. 

Cleated boxes. 

A 

A 

A 

A by 3 

Nailed boxes not cleated. 

( 1 ) 

C 1 ) 

0) 

(') 


x Not authorized. 


14. (/) Boxes containing “special exhibition set pieces” of 
common fireworks and weighing, including contents, between 325 
and 400 pounds must be made of lumber not less than inch 
thick. Nailed boxes of this kind must be double cleated. 

15. When nonexplosive material of equal weight is substituted 
for the contents of package and the outside package is dropped 
two times successively on its end to solid brick or concrete from 
a height of 4 feet, the outside package must not open nor rupture 
nor must any portion of the contents escape therefrom. 






























583 


Shipping Container Specifications. 


Shipping Container Specification No. 13. 

(See par. 1531.) 

Metal kegs for use as outside containers for the shipment 

OF LOW EXPLOSIVES, BLACK POWDER, OR 
SMOKELESS POWDER. 

Note.—Metal kegs containing less than 9 pounds of smokeless powder for small 
arms, or less than 12pounds of low explosives or black powder, must be boxed, and 
Specification No. 16 will apply in this case. 

Effective October 1, 1914. 


1. Metal kegs purchased hereafter and used as outside 
containers for the shipment of low explosives, black powder, or 
smokeless powder must comply with the following specifications: 

CHARACTER AND CHEMICAL ANALYSIS OF MATERIAL 

2. Material must be sheet steel with chemical analysis of: 

Per cent. 


Carbon, not more than. 0.14 

Sulphur, not more than. 0.05 

Phorphorus, not more than. 0.11 


and must be box annealed “dead soft” and adaptable for turning 
a good double crimp without cracking. 

3. THICKNESS OF MATERIAL AND METHODS OF MANUFACTURE OF KEGS. 
Note : The dimensions specified in this table are the minimum requirements. 


Gross weight of kegs and contents. 



Not over 15 
pounds. 

Not over 30 
pounds. 

Over 30 
pounds but 
not over 75 
pounds. 

Over 75 
pounds but 
not over 150 
pounds. 

Thickness of material: 





Body. 

30 gauge 

28 gauge 

24 gauge 

24 gauge 

Head. 

30 gauge 

28 gauge 

28 gauge 

24 gauge 

Width of lap for side 
seam. 

3 ^ inch 

T6 inch 

Y6 inch 

Yl inch 

Number of corruga¬ 
tions in each end of 
body. 

3 

3 

5 

7 

Minimum depth of 
corrugations. 

rs inch 

j 3 2 inch 

inch 

inch 

Width of lap on body 
for head seam. 

inch 

Ys inch 

Y6 inch 

fs inch 

Width of lap on head 
for head seam. 

Ye inch 

% inch 

% inch 

% inch 

Head seams. 

Double lap 

Double lap 

Double lap 

Single lap 





























584 


Shipping Container Specifications. 

4. The corners of the sheet from which the body of the keg 
is made must be trimmed off slightly to avoid an excess of metal 
in the head seam at its intersection with the side seam. The amount 
of this trimming must be regulated accurately, as otherwise a 
point of weakness will be caused. The double lapping of head 
seam must be done in a manner to avoid allowing any eccentricity 
in the fitting of the head to the body. 

5. In kegs with gross weight, including contents, of more than 
75 pounds, all seams must be welded, soldered, brazed, or riveted. 
The rivets must be at not greater than 5-inch centers. 

6. Each keg having a gross weight, including contents, of more 
than 30 pounds, must be lined with a cloth bag and, after filling, 
the neck of the bag must be securely tied and pushed through the 
bunghole into the keg. 

METHODS OF CLOSING. 

7. The bung-closing device must consist of: 

(а) A slide holder necked on to the head of the keg and held 
in place by laps at least 3 S 2 inch wide. A washer of felt paper or 
other suitable material not less than 0.025 inch thick covering 
the bunghole and extending at least ^ inch beyond the sides of 
the bunghole. A metal drop with depression to fit into the bung¬ 
hole and hold the washer in place. A slide to cover the metal 
drop, washer, and bunghole and held in place by laps on the slide 
holder or slide, or both. These laps must extend throughout all 
sides of the slide holder or slide, or both, and must be at least ^ 
inch wide, except in the case of a circular slide and slide holder, 
in which case the slide or cap must have a depression to fit into 
the bunghole, and the lap fastenings must consist of not less than 
four prongs % inch long and at least ? g inch wide along their inside 
ends. 

(б) A metal screw-cap holder necked on to the head of the 
keg and held in place by laps at least s 3 2 inch wide. A metal screw 
cap. The screw cap and cap holder must be locked together by 
a positive fastening so that the cap can not become unscrewed 
in transit. 

(c) A metal screw-cap holder cast over the bunghole and fast¬ 
ened to the head so that it can not turn. A metal screw cap. The 
screw cap and cap holder must be locked together by a positive 
fastening so that the cap can not become unscrewed in transit. 

TESTING. 

8. The type of keg, when filled with an equal weight of fine 
dry sand in place of the explosive, must be capable of withstanding, 
without leakage, four successive drops on its head onto solid con¬ 
crete from a height of 4 feet. 


585 


Shipping Container Specifications. 

MARKING. 

9. Each package must be plainly and permanently marked 
with the words “COMPLIES WITH I. C. C. SPEC’N No. 13,” 
or, if desired, this marking may be indicated by a symbol as follows: 

I. C. C. —13. 

This symbol shall be understood to certify that the package 
complies with all the requirements of this specification. 

When offered for shipment each package must also be marked 
as required by regulations for marking of smokeless powder for 
small arms, or low explosives, or black powder, as the case may be. 




586 


Shipping Container Specifications. 


Shipping Container Specification No. 14. 

(See par. 1581.) 

Boxes for use as outside containers of high explosives. 

Effective October 1, 1914. 

1. Boxes purchased hereafter for use as outside containers 
for the shipment of high explosives must comply with the following 
specifications. Boxes purchased previous to the effective date 
of these specifications must comply with the requirements of para¬ 
graph 1557 of the I. C. C. Regulations, effective March 31, 1912, 
or with these specifications. 

2. Must be made of good sound white pine or any wood of 
equal or superior strength, dry and well seasoned, and with no 
loose knots or knots liable to get loose in any part. 

3. When sides, ends, tops, or bottoms are made of more than 
one piece the pieces must be tongued and grooved and glued, and 
the joints in making up the boxes must be staggered. 

4. All lock and dovetail corner joints must be glued. 

5. Nails driven through sides, tops, and bottoms into ends 
must be at not greater than 3-inch centers for boxes not more than 
12 inches in width and at not greater than 4-inch centers for boxes 
of width greater than 12 inches. 

6. Nails driven through tops and bottoms into sides must 
be at not greater than 6-inch centers for boxes not more than 24 
inches in length and at not greater than 8-inch centers for boxes 
of length more than 24 inches. 

7. Gauge of nails used shall be not less than the following sizes, 
depending upon the thickness of lumber into which they are to be 
driven: 

2- penny into ^-inch lumber. 

3- penny into 2^-inch lumber. 

4- penny into to inch lumber. 

5- penny into ^ to inch lumber. 

6- penny into H to xf inch lumber. 

7- penny into J^-inch or thicker lumber. 

For example, nails driven through a 3^-inch side into a %-inch 
end must be 6-penny. Screws of equal efficiency may be used 
in place of nails. 

8. When boxes are set up the bottoms and lids must fit evenly 
on the frame. 

9. Each box must be plainly marked “COMPLIES WITH 
I. C. C. SPEC’N No. 14,” or, if desired, this marking may be in¬ 
dicated by a symbol consisting of a rectangle, as follows: 


587 


Shipping Container Specifications. 


I. C. C.—14. 


lhe letters and figures in this symbol must be at least Vo inch 
high. 

This symbol shall be understood to certify that the package 
complies with all the requirments of this specification. 

W hen offered for shipment, the package must also bear the word¬ 
ing prescribed by paragraph 1559 of the I. C. C. Regulations. 

10. Thickness of lumber in the finished box must be not less 
than the following: 


10 (a). BOX AND CONTENTS NOT OVER 75 POUNDS GROSS WEIGHT. 


Ends. 

Sides. 

Top 

and 

bottom 

Inch. 

For nailed boxes. 

For lock or dovetail corner boxes. ... y 2 

Inch. 

A 

A 

Inch. 

A 

A 

10 (6). BOX AND CONTENTS OVER 75 POUNDS BUT NOT OVER 

125 POUNDS GROSS WEIGHT. 


Ends. 

Sides. 

Top 

and 

bottom 

For nailed boxes. 

For lock or dovetail corner boxes. 

Inch. 

1 X 

5 A 1 

Inch. 

% 

% 

Inch. 

% 

% 


The thickness of the ends of nailed boxes of over 75 pounds 
gross weight may be reduced to J4 inch if they are cleated with 
two vertical cleats and two horizontal cleats not less than 1% 
inches wide and h A inch thick, and in this case the sides, top, and 
bottom must extend over the cleats and the nailing must be stag¬ 
gered, at least 40 per cent of the nails being driven into the ends 
and at least 40 per cent into the cleats. 

TESTS. 

11. When inexplosive material of equal weight is substituted 
(fine and dry sand for a granular explosive, dummy cartridges for 
high explosive cartridges) for the contents of package, and the 
outside package is dropped two times successively on its end 
to solid brick or concrete from a height of 4 feet, the outside package 
must not open nor rupture nor must any portion of the contents 
escape therefrom. 


V. 

























588 


Shipping Container Specifications. 


Shipping Container Specification No. 15. 

(See par. 1531.) 

Boxes for use as shipping containers of blasting caps. 

Effective October 1, 1914. 

1. Boxes purchased hereafter for use in the shipment of blasting 
caps must comply with the following specifications. Boxes pur¬ 
chased previous to the effective date of these specifications must 
comply with the requirements of paragraph 1611 of the I. C. C. 
Regulations, effective March 31, 1912, or with these specifications. 

2. Must be made of good sound white pine or any wood of 
equal or superior strength, dry and well seasoned, and with no 
loose knots or knots liable to get loose in any part. 

3. No box containing blasting caps or electric blasting caps 
shall weigh more than 150 pounds, including contents, or contain 
more than 20,000 caps. 

4. When the sides, ends, tops, or bottoms are made of more 
than one piece the pieces must be tongued and grooved and glued, 
and in making up the boxes the joints must be staggered. 

5. All lock and dovetail corners must be glued. 

6. Nails driven through tops, bottoms, and sides into the ends 
must be at not greater than 3-inch centers. 

7. Nails driven through tops and bottoms into sides must be 
at not greater than 6-inch centers. 

8. Gauge of nails used shall be not less than the following sizes, 
depending upon the thickness of lumber into which they are to 
be driven: 

2- penny into ^-inch lumber. 

3- penny into ^-inch lumber. 

4- penny into to 3^ inch lumber. 

5- penny into to % inch lumber. 

6- penny into ii to inch lumber. 

7- penny into J^-inch or thicker lumber. 

For example, nails driven through a p^-inch side into a %-inch 
end must be 6 penny. Screws of equal efficiency may be used in 
place of nails. 

9. When boxes are set up the bottoms and lids must fit evenly 
on the frame. 

10. Each box must be plainly marked with the words “COM¬ 
PLIES WITH I. C. C. SPEC’N No. 15,” or, if desired, this marking 
may be indicated by a symbol consisting of a rectangle, as follows: 

I. C. C.—15. 




589 


Shipping Container Specifications. 

The letters and figures in this symbol must be at least p 2 inch 
high. 

1 his symbol shall be understood to certify that the package 
complies with all the requirements of this specification. 

W hen offered for shipment the package must also bear the word¬ 
ing prescribed by paragraph 1613 oT the I. C. C. Regulations. 

11. Thickness of lumber in the finished box must be not less 
than the following: 


FOR ELECTRIC BLASTING CAPS. 

11 (a). BOX CONTAINING NOT MORE THAN 500 CAPS, NOR WEIGHING 

MORE THAN 75 POUNDS, INCLUDING CONTENTS. 



Ends. 

Sides. 

Top and 
bottom. 

For nailed boxes.. 

For lock or dovetail corner boxes. 

Inch. 

% 

Vi 

Inch . 

V* 

Vl 

Inch. 

K 


11 (6). BOX CONTAINING MORE THAN 500 CAPS, OR WEIGHING 

MORE THAN 75 POUNDS, INCLUDING CONTENTS. 



Ends. 

Sides. 

Top and 
bottom. 


Inch. 

Inch. 

Inch. 

For nailed boxes. 

Vs 

% 

% 

For lock or dovetail corner boxes. 

Vs 

Vs 

% 


FOR OTHER BLASTING CAPS. 

11 (c). BOX CONTAINING NOT MORE T HAN 1,00 0 CAPS. 



Ends. 

Sides. 

Top and 
bottom. 

For nailed boxes. 

For lock or dovetail corner boxes. 

Inch. 

% 

H 

Inch. 

% 

Inch. 

3 '8 

H 

11 (d). BOX CONTAINING MORE THAN 1,000 CAPS BUT NOT MORE 

THAN 5,000 CAPS. 


Ends. 

Sides. 

Top and 
bottom. 

TTrir nailorl hnvPS . 

Inch. 

% 

Vi 

Inch. 

Vi 

Vi 

Inch. 

Vi 

Vi 

For lock or dovetail corner boxes. 


11 ( e ). BOX CONTAINING MORE THAN‘5,000 CAPS BUT NOT MORE 

THAN 20,000 CAPS. 



Outside box, 
ends, sides, top 
and bottom. 

Inside box, 
ends, sides, top 
and bottom. 

For nailed boxes. 

Inch. 

V 

Inch. 

3 8 

For lock or dovetail corner boxes.. 

% 

3 8 




















































590 


Shipping Container Specifications. 

There must be 1 inch of space between inside and outside box 
for sawdust or other cushioning. 

If desired, a hermetically sealed metal box of not less than 30 
gauge United States standard may be used instead of the inside 
^8-inch wooden box for packages to contain more than 5,000 caps. 

TESTS. 

12. When inexplosive material of equal weight is substituted 
for the contents of package and the outside package is dropped 
two times successively on its end to solid brick or concrete from 
a height of 4 feet, the outside package must not open nor rupture 
nor must any portion of the contents escape therefrom. 




591 


♦ 


Shipping Container Specifications. 


Shipping Container Specification No. 16. 

(See par. 1531.) 

Boxes for use as outside containers of explosives in tight 

INSIDE CONTAINERS, EXCEPT IN CASES OTHERWISE 
SPECIFICALLY PROVIDED FOR. 

Effective October 1, 1914. 

1. Boxes purchased hereafter for use as outside containers 
for the shipment of explosives in tight inside containers, except 
in cases otherwise specifically provided for, must comply with the 
following specifications: 

2. Must be made of good sound white pine, or any wood of 
equal or superior strength, dry and well seasoned and with no loose 
knots or knots liable to get loose in any part. 

3. Boxes when cleated must have two vertical and two hor¬ 
izontal cleats at each end; the sides, top, and bottom must extend 
out over the cleats, and the nailing must be staggered, at least 
40 per cent of the nails being driven into the ends and at least 40 
per cent into the cleats. 

4. All lock or dovetail corners must be glued. 

5. Nails driven through sides, top, and bottom into end must 
be at not greater than 3-inch centers. 

6. Nails driven through top and bottom into sides must be 
at not greater than 6-inch centers. 

7. Gauge of nails used shall be not less than the following sizes, 
depending upon the thickness of lumber into which they are to 
be driven: 

2- penny into j^-inch lumber. 

3- penny into %-inch lumber. 

4- penny into ^ to y 2 inch lumber. 

5- penny into to % inch lumber. 

6- penny into H to H inch lumber. 

7- penny into inch or thicker lumber. 

For example, nails driven through a J^-inch side into a %-inch 
end must be 6-penny. Screws of equal efficiency may be used 
in place of nails. 

8. When boxes are set up, the bottoms and lids must fit evenly 
on the frame. 

9. Each box must be plainly marked “COMPLIES WITH 
I. C. C. SPEC’N No. 16,” or, if desired, this marking may be in¬ 
dicated by a symbol consisting of a rectangle as follows: 


I. C. C.—16 







592 


Shipping Container Specifications. 

The letters and figures in this symbol must be at least inch 
high. 

This symbol shall be understood to certify that the package 
complies with all the requirements of this specification. 

When offered for shipment the package must also bear such 
other description as may be required by the I. C. C. Regulations 
for the particular article contained therein. 

10. Thickness of lumber in the finished box must be not less 
than the following: 


10 (a). BOX AND CONTENTS NOT OVER 25 POUNDS GROSS WEIGHT. 



Ends. 

Sides. 

Top and 
bottom. 

Cleats. 

Lock or dovetail corner boxes. . . 

Cleated boxes. 

Nailed boxes not cleated. 

Inch. 

7 

16 

7 

16 

*A 

Inch. 

A 

H 

l A 

Inch. 

A 

A 

l A 

Inch. 

re by V/s 

10 ( h ). BOX AND CONTENTS OVER 25 POUNDS BUT NOT OVER 

75 POUNDS GROSS WEIGHT. 


Ends. 

Sides. 

Top and 
bottom. 

Cleats. 

Lock or dovetail corner boxe : s. . . 

Cleated boxes. 

Nailed boxes not cleated. 

Inch. 

9 

16 

9 

16 

13 

16 

Inch. 

Vs 

Vs 

l A 

Inch. 

A 

A 

X A 

Inch. 

re by IJ4 

10 (c). BOX AND CONTENTS OVER 75 POUNDS BUT NOT OVER 

150 POUNDS GROSS WEIGHT. 

Lock or dovetail corner boxes. . . 

Cleated boxes. 

Nailed boxes not cleated. 

Ends. 

Sides. 

Top and 
bottom. 

Cleats. 

Inch. 

A 

A 

l 

Inch. 

9 

16 

9 

16 

A 

Inch. 

9 

16 

9 

16 

H 

Inch. 

A by \% 


TESTS. 

11. When inexplosive material of equal weight is substituted 
(fine and dry sand for a granular explosive), for the contents of 
package and the outside package is dropped two times successively 
on its end to solid brick or concrete from a height of 4 feet, the 
outside package must not open nor rupture nor must any portion 
of the contents escape therefrom. 




















































593 


Shipping Container Specifications. 


Shipping Container Specification No. 17. 

(See pars. 1822 (a) and 1834.) 

Boxes for use as outside containers of Wet Nitrocellulose 

-20 PER CENT WATER, WET NlTROSTARCH -20 PER CENT 

WATER, AND OTHER SUBSTANCES AS PRESCRIBED 

by I. C. C. Regulations. 

Effective October 1, 1914. 

1. Boxes purchased hereafter for use in the shipment of wet 
nitrocellulose or wet nitrostarch, etc., must comply with the fol¬ 
lowing specifications: 

2. Must be made of good sound white pine or any wood of 
equal or superior strength, dry and well seasoned, and with no 
loose knots or knots liable to get loose in any part. 

3. No box containing wet nitrocellulose, wet nitrostarch, etc., 
shall weigh, including contents, more than 400 pounds. 

4. Each box must be lined with zinc not less than 0.012 inch 
in thickness (approximately No. 30 gauge, United States standard) 
with side and bottom seams soldered to prevent leakage. The 
package must be made safe from leakage at the top by soldering 
or by a gasket of suitable material so fitted that it will hermetically 
seal the joint between the zinc of the top and the zinc of the body 
of the package. 

5. Cleated boxes must have two vertical and two horizontal 
cleats on each end, and the sides, top, and bottom of the box must 
extend out over these cleats and the nailing must be staggered, at 
least 40 per cent of the nails being driven into the ends and at 
least 40 per cent into the cleats. 

6. When sides, ends, tops, and bottoms are made of more than 
one piece, the pieces must be tongued and grooved and glued and 
in making up the boxes the joints must be staggered. 

7. All lock and dovetailed corners must be glued. 

8. Nails driven through sides, tops, and bottoms into the ends 
and cleats must be at not greater than 3-inch centers. - 

9. Nails driven through tops and bottoms into sides must 
be at not greater than 6-inch centers. 

10. Gauge of nails used shall be not less than the following sizes, 
depending upon the thickness of lumber into which they are to 
be driven: 

2- penny into j^-inch lumber. 

3- penny into ^-inch lumber. 

4- penny into f§ to l A inch lumber. 

5- penny into ^ to ^ inch lumber. 

6- penny into H to it inch lumber. 

7- penny into %-inch or thicker lumber. 




594 


Shipping Container Specifications. 

For example, nails driven through a ^-inch side into a %-inch 
end must be 6-penny. Screws of equal efficiency may be used 
in place of nails. 

11. When boxes are set up the bottoms and lids must fit evenly 
on the frame. 

12. Each box must be marked “COMPLIES WITH I. C. C. 
SPEC’N No. 17,” or, if desired, this marking may be indicated by 
a symbol consisting of a rectangle as follows: 


I. C. C.—17 


The letters and figures in this symbol must be at least X A inch 
high. 

This symbol shall be understood to certify that the package 
complies with all the requirements of this specification. 

When offered for shipment the package must also bear the word¬ 
ing prescribed by paragraph 1834 I. C. C. Regulations. 

13. Thickness of lumber in the finished box must be not less 
than the following; provided, that cleated boxes made of J^-inch 
lumber throughout are acceptable. 


13 (a). BOX AND CONTENTS NOT OVER 25 POUNDS GROSS WEIGHT. 



Ends. 

Sides. 

Top and 
bottom. 

Cleats. 

For nailed boxes not cleated. 

Inch. 

Vs 

Vs 

Vs 

Inch. 

A 

Vs 

Vs 

Inch. 

A 

Vs 

Vs 

Inch. 

For lock oi dovetail corner boxes.. 
For cleated boxes. 


^8 by 1% 


13 (6). BOX AND CONTENTS OVER 25 POUNDS BUT NOT OVER 

75 POUNDS GROSS WEIGHT. 



Ends. 

Sides. 

Top and 
bottom. 

Cleats. 

For nailed boxes not cleated. 

Inch. 

13 

16 

9 

16 

9 

16 

Inch. 

V2 

Vs 

V 

Inch. 

l A 

Vs 

% 

Inch. 

For lock or dovetail corner boxes. 
For cleated boxes. 

fs by 1 7 A 


13 (c). BOX AND CONTENTS OVER 75 POUNDS BUT NOT OVER 

125 POUNDS GROSS WEIGHT. 



Ends. 

Sides. 

Top and 
bottom. 

Cleats. 

For nailed boxes not cleated. 

For lock or dovetail corner boxes 
For cleated boxes. 

Inch. 

15 

16 

n 

16 

n 

16 

Inch. 

V 

A 

A 

Inch. 

V 

A 

A 

Inch. 

H bv 1 A 





























































595 


Shipping Container Specifications. 

13 ( d ). BOX AND CONTENTS OVER 125 POUNDS BUT NOT OVER 

200 POUNDS GROSS WEIGHT. 



Ends. 

Sides. 

Top and 
bottom. 

Cleats. 

For nailed boxes not cleated. . . 
For lock or dovetail corner boxes. 
For cleated boxes. 

Inch. 

1* 

13 

16 

1 3 

16 

Inch. 

1 3 

16 

H 

Vs 

Inch. 

13 

16 

H 

% 

Inch. 

. 

. 

it by 1% 


13 (e). BOX AND CONTENTS OVER 200 POUNDS BUT NOT OVER 

300 POUNDS GROSS WEIGHT. 



Ends. 

Sides. 

Top and 
bottom. 

Cleats. 

For nailed boxes not cleated .... 
For lock or dovetail corner boxes. 
For cleated boxes. 

Inch. 

i H 

1 5 

16 

1 5 

16 

Inch. 

Vs 

11 

16 

11 

16 

Inch . 

Vs 

11 

16 

11 

16 

Inch. 

it by 3 


13 (/). BOX AND CONTENTS OVER 300 POUNDS BUT NOT OVER 

400 POUNDS GROSS WEIGHT. 



Ends. 

Sides. 

Top and 
bottom. 

Cleats. 

For nailed boxes not cleated .... 
For lock or dovetail corner boxes 
For cleated boxes. 

Inch. 

1 -3- 

1 16 

1 

1 

Inch. 

1 5 

16 

/d 

H 

Inch. 

1 5 

16 

y* 

% 

Inch. 

1 by 3 










































596 


Shipping Container Specifications. 


Shipping Container Specification No. 18. 

(See par. 1822 (a).) 

For metal cans and boxes purchased hereafter and used 

FOR THE SHIPMENT OF METALLIC SODIUM OR POTASSIUM, OF 
CALCIUM PHOSPHIDE, OF SODIUM OR POTASSIUM SULPHIDE 
FUSED AND GROUND, OF SODIUM PEROXIDE, OR OF 
WHITE OR YELLOW PHOSPHORUS, ETC. 

Effective October 1, 1914. 


1. Metal cans and boxes purchased hereafter and used for 
the shipment of metallic sodium or potassium, of calcium phosphide, 
of sodium or potassium sulphide fused and ground, of sodium 
peroxide, or of white or yellow phosphorus, etc., must comply 
with the following specifications: 

CANS. 

2. Metal vessels as required by regulations must be made of 
metal not lighter than 30 gauge, United States standard. 

3. Each can must be tested by its manufacturer and must not 
leak air when tested under water with interior air pressure of at 
least 5 pounds per square inch; or this test may be made, after 
filling, by the application of pressure to the top of the can. There 
must be no leak under this test. 

4. Each can must be hermetically sealed after filling; provided, 
that for metallic sodium or potassium or for sodium or potassium 
sulphide fused and ground, packed in well-stoppered bottles, the 
cans are not required to be hermetically sealed after the bottles 
are placed therein. 

5. Cans must fit tightly in the boxes or be so cushioned as to 
prevent movement or injury to the cans. 

BOXES. 

6. Must be made of good sound white pine or any wood of 
equal or superior strength, dry and well seasoned and with no loose 
knots or knots liable to get loose in any part; provided, that for 
calcium phosphide the boxes must be lined with metal of not less 
than No. 30 gauge, United States standard. 

7. No box made under this specification shall weigh, including 
contents, more than 275 pounds. 

8. Boxes when cleated must have two vertical and two hori¬ 
zontal cleats on each end, and the sides, top, and bottom of the 
box must extend out over those cleats and the nailing must be 
staggered, at least 40 per cent of the nails being driven into the ends 
and at least 40 per cent into the cleats; provided, that the cleats 
may be omitted if the boxes are strapped around both ends with 



Shipping Container Specifications. 

strap iron, not less than % inch by 24 gauge, or wire of equal or 
superior strength, securely nailed or stapled in place. 

9. W hen ends, sides, tops, or bottoms are made of more than 
one piece the pieces must be tongued and grooved, and in making 
up the box the joints must be staggered. 

10. All lock and dovetail corners must be glued. 

11. Nails driven into the ends must be at not greater than 

3-inch centers. Those driven through tops and bottoms into 
sides must in no case be at greater than 8-inch centers. 

12. Gauge of nails used shall be not less than the following 
sizes, depending upon the thickness of lumber into which they 
are to be driven. 

2- penny into ^-inch lumber. 

3- penny into %-inch lumber. 

4- penny into ^ to ^ inch lumber. 

5- penny into ^ to Vs inch lumber. 

6- penny into xi to inch lumber. 

7- penny into J^-inch or thicker lumber. 

For example, nails driven through a J4-inch side into a %-inch 
end must be 6-penny. Screws of equal efficiency may be used 
in place of nails. 

13. When boxes are set up the bottoms and tops must fit ac¬ 
curately on the frame. 

14. Each box must be marked “COMPLIES WITH I. C. C. 
SPEC’N No. 18,” or, if desired, this marking may be indicated 
by a symbol consisting of a rectangle as follows: 

I. C. C.—18 

The letters and figures in this symbol must be at least inch 
high. 

This symbol shall be understood to certify that the package 
complies with all the requirements of this specification. 

When offered for shipment the package must also bear such 
other description as may be required by the I. C. C. Regulations 
for the particular article contained therein. 

15. Thickness of lumber in the finished box must be not less 
than the following: 


15 (a). BOX AND CONTENTS NOT OVER 25 POUNDS GROSS WEIGHT. 



Ends. 

Sides. 

Top and 
bottom. 

Cleats. 


Inch. 

Inch. 

Inch. 

Inch. 

For nailed boxes not cleated. 

Vs 

l A 

l A 


For lock or dovetail corner boxes 

% 

Vs 

% 


For cleated boxes. 

% 

Vs 

Vs 

Vs by 1 Vs 






















598 


Shipping Container Specifications. 


15 (6). BOX AND CONTENTS OVER 25 POUNDS BUT NOT OVER 

75 POUNDS GROSS WEIGHT. 



Ends. 

Sides. 

Top and 
bottom. 

Cleats. 

For nailed boxes not cleated .... 
For lock or dovetail corner boxes 
For cleated boxes. 

Inch. 

1 3 

16 

9 

16 

9 

16 

Inch. 

3 4 

Vs 

A 

Inch. 

l A 

3 8 

3 4 

Inch. 

fe by IVs 


15 (c). BOX AND CONTENTS OVER 75 POUNDS BUT NOT OVER 

150 POUNDS GROSS WEIGHT. 



Ends. 

Sides. 

Top and 
bottom. 

Cleats. 

For nailed boxes not cleated. 

For lock or dovetail corner boxes 
For cleated boxes. 

Inch. 

( X ) 

H 

% 

Inch. 

0) 

9 

16 

9 

16 

Inch. 

C 1 ) 

9 

16 

9 

16 

Inch. 

(*) 

M by l 7 A 


1 Not authorized, but see paragraph 8. 


15 ( d ). BOX AND CONTENTS OVER 150 POUNDS BUT NOT OVER 

275 POUNDS GROSS WEIGHT. 



Ends. 

Sides. 

Top and 
bottom. 

Cleats. 

For nailed boxes not cleated. 

For lock or dovetail corner boxes 
For cleated boxes . 

Ini h. 

0 ) 

Vs 

Vs 

Inch. 

C) 

% 

% 

Inch. 

(M 

H 

V4 

Inch. 

(M 

H by 1 J4 


1 Not authorized, but see par. 8. 














































599 


Shipping Container Specifications. 


Shipping Container Specification No. 19. 

(See par. 1822 (a).) 

Boxes for inflammable solids or oxidizing materials and 

FOR MIXED SHIPMENTS OF ANY DANGEROUS ARTICLES WHICH 

MAY BE PACKED IN THE SAME OUTSIDE CONTAINER WITHOUT 
VIOLATION OF I. C. C. REGULATIONS (EXCEPT AS PRO¬ 
VIDED in Specifications Nos. 2, 6, 17, and 18). 

Effective October 1, 1914. 

1. Boxes purchased hereafter for the shipment of inflammable 
solids or oxidizing materials and for mixed shipments of any dan- 
erous articles which may be packed in the same outside container 
without violation of I. C. C. Regulations (except as provided in 
Specifications Nos. 2, 6, 17, and 18), must comply with these 
specifications. 

BOXES. 

2. Boxes must be made of good sound white pine, or any wood 
of equal or superior strength, dry and well seasoned and with no 
loose knots or knots liable to get loose in any part. 

3. When the ends are single cleated, the cleats must run across 
the grain of the wood in the ends. The sides or tops and bottoms 
must extend out over the cleats, and the nailing must be staggered, 
at least 40 per cent of the nails being driven into the ends and 
at least 40 per cent into the cleats. 

4. When the ends are double cleated, the sides, top, and bottom 
must extend out over the cleats, and the nailing must be staggered, 
at least 40 per cent of the nails being driven into the ends and at 
least 40 per cent into the cleats. 

5. Nailed boxes not cleated must have ends of one-piece material 
or must be tongued and grooved and glued; provided, that other 
joints may be used which after investigation made by the Bureau 
of Explosives are shown to possess strength equal to the tongued 
and grooved and glued joint. 

6. All nails driven through sides, tops, or bottoms into ends 
or cleats or to fasten cleats to ends must be at not greater than 
23 ^-inch centers. 

7. All nails driven through tops or bottoms into sides must 
be at not greater than 8-inch centers. 

8. Gauge of nails used shall be not less than the following sizes, 
depending upon the thickness of lumber into which they are to 
be driven: 

2- penny into f^-inch lumber. 

3- penny into ^g-inch lumber. 

‘4-penny into ^ to 3^ inch lumber. 



600 


Shipping Container Specifications. 

5- penny into to K inch lumber. 

6- penny into H to xf inch lumber. 

7- penny into %-inch or thicker lumber. 

For example, nails driven through a 3^-inch side into a %-inch 
end must be 6-penny. Screws of equal efficiency may be used 
in place of nails. 


MARKING OF BOXES. 

9. Each box must be plainly marked with trhe words “COM¬ 
PLIES WITH I. C. C. SPEC’N No. 19,” or, if desired, this mark¬ 
ing may be indicated by a symbol consisting of a rectangle as follows: 


I. C. C.--19 


The letters and figures in this symbol must be at least K inch 
f high. 

This symbol shall be understood to certify that the package 
complies with all the requirements of this specification. 

When offered for shipment the package must also bear such 
other description as may be required by the I. C. C. Regulations 
for the particular article contained therein. 

10. The thickness of lumber in the finished box must not be 
less than the following, except that a variation of inch be al¬ 
lowed for material ^ inch or less in thickness and a variation of 
3 X 2 inch be allowed for material over ys inch in thickness: 


10 (a). BOX AND CONTENTS NOT OVER 25 POUNDS GROSS WEIGHT. 


• 

Ends. 

Sides. 

Top and 
bottom. 

Cleats. 

Inch. 

Vs by 1 7 A 
Vs by 1 7 A 

Lock or dovetail corner boxes. . . 

Single-cleated boxes. 

Double-cleated boxes. 

Nailed boxes not cleated. 

Inch. 

Vs 

Vs 

5 

16 

H 

Inch. 

5 

16 

5 

16 

5 

16 

5 

16 

Inch. 

5 

16 

5 

16 

5 

16 

5 

16 



10 (6). BOX AND CONTENTS OVER 25 POUNDS BUT 

75 POUNDS GROSS WEIGHT. 

NOT OVER 


Ends. 

Sides. 

Top and 
bottom. 

Cleats. 


Inch. 

Inch. 

Inch. 

Inch. 

Lock or dovetail corner boxes. . . 

V2 

% 

Vs 


Single-cleated boxes. 

l A 

Vs 

Vs 

A. by l A 

Double-cleated boxes. 

7 

16 

% 

Vs 

A by IK 

Nailed boxes not cleated. 

H 

H 

Vs 









































601 


Shipping Container Specifications. 

10 (c). BOX AND CONTENTS OVER 75 POUNDS BUT NOT OVER 

125 POUNDS GROSS WEIGHT. 



Ends. 

Sides. 

Top and 
bottom. 

Cleats. 


Inch. 

Inch. 

Inch. 

Inch. 

Lock or dovetail corner boxes. . . 

Vs 

3 8 

3 8 

H 


Single-cleated boxes. 

Vs 

H 

Vs by IJ4 

Double-cleated boxes.. . 

x 

3 8 

3 8 

X by 1 % 

. 

Nailed boxes not cleated 

Vs 

X 

X 

10 (d ). BOX AND CONTENTS OVER 125 

POUNDS BUT 

NOT OVER 

200 POUNDS GROSS WEIGHT. 




Ends. 

Sides. 

Top and 
bottom. 

Cleats. 


Inch. 

Inch. 

Inch. 

Inch. 

Lock or dovetail corner boxes. . . 

X 

y 

X 


Single-cleated boxes. 

X 

X 

M 

% by 1 X 

Double-cleated boxes. . . . 

% 

X 

y 

5 A by 1 7 A 

Nailed boxes not cleated. . . . 

1 

% 

% 


10 (e). BOX AND CONTENTS OVER 200 POUNDS BUT 

300 POUNDS GROSS WEIGHT. 

NOT OVER 


Ends. 

Sides. 

Top and 
bottom. 

Cleats. 


Inch. 

Inch. 

Inch. 

Inch. 

Lock or dovetail corner boxes. . . 

% 

% 

% 


Single-cleated boxes. 

% 

X 

% 

Vs by 3 

Double-cleated boxes. 

X 

% 

% 

y by 3 

Nailed boxes not cleated. 


% 

y 



10 (/). BOX AND CONTENTS OVER 300 POUNDS BUT NOT OVER 

400 POUNDS GROSS WEIGHT. 



Ends. 

Sides. 

Top and 
bottom. 

Cleats. 


Inch. 

Inch. 

Inch. 

Inch. 

Lock or dovetail corner boxes. . . 

1 

X 

y 


Single-cleated boxes. 

1 

X 

y 

1 by 3 

Double-cleated boxes. 

X 

X 

y 

Vs by 3 

Nailed boxes not cleated. 

i y 

A 

A 
























































602 


Shipping Container Specifications. 


Shipping Container Specification No. 20. 

(See par. 1822.) 

For metal barrels and drums purchased hereafter to be 

USED AS OUTSIDE CONTAINERS OF INFLAMMABLE SOLIDS AND 
OXIDIZING MATERIALS IN BULK. THESE PACKAGES MAY 
ALSO BE USED FOR THE SHIPMENT OF HIGH EXPLOSIVES 
AS AUTHORIZED BY PARAGRAPH 1556 OF THE 

I. C. C. Regulations except chlorate 

POWDERS AND PICRIC ACID. 

Effective October 1, 1914. 

1. Metal barrels and drums purchased hereafter and used 
for the shipment of inflammable solids and oxidizing materials 
in bulk or for the shipment of high explosives as authorized by 
paragraph 1556 of the I. C. C. Regulations, except chlorate powder 
and picric acid, must comply with the following specifications: 

PART A. 

2. Metal barrels or drums for metallic sodium or potassium; 
or for calcium phosphide; or for sodium or potassium sulphide 
fused and ground; or for other similar articles of an extra hazardous 
character; or for any inflammable solids or oxidizing materials 
if the barrels or drums are to be refilled and reshipped; must be 
made as follows: 

3. This container shall be made of iron or steel and the minimum 
thickness of metal in any part must be not less than full No. 20 
gauge, United States standard, for a package to contain not over 
112 pounds net weight; not less than full No. 18 gauge, United 
States standard, for a package to contain over 112 pounds but 
not over 210 pounds net weight; and not less than full No. 16 
gauge, United States standard, for a package to contain over 210 
pounds but not over 410 pounds net weight. 

4. No container of this class shall contain more than 410 pounds 
net weight. 

5. The seams must be riveted, brazed, or welded in such manner 
as to make the container water-tight, and afford an efficient seam. 

6. The containers must be hermetically sealed, or have a closing 
device consisting of a cap or cover fitting closely on a seat in the 
head with a packing of asbestos, rubber or other suitable material 
to insure a tight joint, and the cap must be securely held in place 
by a cap fastening of the ordinary “milk-can” type or other suitable 
fastening which may be locked fast so that it can not jar loose 
during transit. 

7. The package must be capable of being filled with fine sand 
to a weight equal to the contents for which it is designed and 



603 


Shipping Container Specifications. 

successively dropped diagonally on its chime onto solid concrete 
trom heights of 1 foot, 2 feet, 3 feet, and 4 feet without leakage. 

8. Each container must be plainly marked with the date of 
manufacture and the capacity of the container in pounds. 

Each container must also be marked “COMPLIES WITH 
I. C. C. SPEC’N No. 20A,” or, if desired, this marking may be 
indicated by a symbol, as follows: 

I. C. C.—20A 

The letters and figures in this symbol must be at least 3/2 inch 
high. 

This symbol shall be understood to certify that the package 
complies with all the requirements of this specification. 

When offered for shipment the package must also bear such 
other description as may be required by the I. C. C. Regulations 
for the particular article contained therein. 

PART B. 

9. Metal barrels or drums for inflammable solids or oxidizing 
materials, except as specified in Part A of this specification, must 
be made as follows: 

10. This container shall be made of iron or steel and the thick¬ 
ness of metal used must be not less than the following: 

For a package to contain not more than 115 pounds net weight, 
the heads must be not less than 24 gauge and the body not less 
than 25 gauge, United States standard. 

For a package to contain more than 115 pounds but not more 
than 230 pounds net weight, the heads must be not less than 22 
gauge and the body not less than 24 gauge, United States standard. 

For a package to contain more than 230 pounds but not more 
than 345 pounds net weight, the heads must be not less than 21 
gauge and the body not less than 23 gauge, United States standard. 

For a package to contain more than 345 pounds but not more 
than 460 pounds net weight, the heads must be not less than 20 
gauge and the body not less than 21 gauge, United States standard. 

For a package to contain more than 460 pounds but not more than 
575 pounds net weight, the heads must be not less than 19 gauge 
and the body not less than 20 gauge, United States standard. 

For a package to contain more than 575 pounds but not more 
than 690 pounds net weight, the heads must be not less than 18 
gauge and the body not less than 19 gauge, United States standard. 

No container of this class shall contain more than 690 pounds 
net weight. 

11. The seams must be riveted, brazed, welded, or lapped in 
such manner as to make the container tight and afford an efficient 


seam. 


604 


Shipping Container Specifications. 

12. The containers must be hermetically sealed, or have a closing- 
device consisting of a cap or cover fitting closely on a seat in the 
head with a packing of asbestos, rubber, or other suitable material 
to insure a tight joint, and the cap must be securely held in place 
by a cap fastening of the ordinary “milk-can” type or other suitable 
fastening which may be locked fast so that it can not jar loose 
during transit. 

13. The package must be capable of being filled with fine sand 
to a weight equal to the contents for which it is designed and suc¬ 
cessively dropped diagonally on its chime onto solid concrete from 
heights of 1 foot, 2 feet, 3 feet, and 4 feet, without leakage. 

14. Each container must be plainly marked with the date of 
manufacture and the allowable capacity in pounds. 

Each container must also be marked “COMPLIES WITH 
I. C. C. SPEC’N No. 20B,” or, if desired, this marking may be 
indicated by a symbol, as follows: 

I. C. C.-20B 

The letters and figures in this symbol must be at least x /i inch 
high. 

This symbol shall be understood to certify that the package 
complies with all the requirements of this specification. 

When offered for shipment the package must also bear such 
other description as may be required by the I. C. C. Regulations 
for the particular article contained therein. 


G05 


Shipping Container Specifications. 


Shipping Container Specification No. 21. 

(See pars. 1531 and 1822 (a).) 

Fiber drums or barrels to be used for the shipment of in¬ 
flammable SOLIDS OR OXIDIZING MATERIALS IN BULK WHEN 
SUCH A CONTAINER IS AUTHORIZED OR FOR THE SHIPMENT 
OF PICRIC ACID, AMMONIUM PICRATE, OR TRINITROTOLUOL. 

Effective October 1, 1914. 


1. Fiber drums or barrels purchased hereafter, and used for 
the shipment of inflammable solids or oxidizing materials in bulk, 
when such a container is authorized, or for the shipment of picric 
acid, ammonium picrate, or trinitrotoluol, must comply with the 
following specifications. Until more complete specifications are 
approved, this specification shall apply to drums not larger than 
11 inches in diameter or 19 inches long, outside measurement. 

2. The body of the drum must be formed of not less than eight 
plies of fibrous board reinforced by a sheet of expanded metal. 
Each ply must be not less than 0.022 inch thick and must have a 
resistance of not less than 60 pounds to the square inch, by the 
Mullen test. The reinforcing sheet must be steel of not less than 
No. 28 United States standard and not less than 6 inches wide 
before being expanded. In expanding this sheet a band % inch 
wide must be left on each side of the sheet, these bands to form 
a part of the chimes of the drum. 

3. The fibrous board and the steel reinforcing sheet must be 
rolled together into one integral piece, the steel reinforcing sheet 
being wound between the fifth and sixth plies of the fibrous board, 
and the whole being cemented solidly together by silicate of soda. 

4. The heads of the drum must be made of hardwood not less 
than xV inch in thickness, and, if they are made of more than one 
piece, the pieces must be tongued and grooved to prevent leakage. 
The edges of the heads must be notched to receive a steel collar. 
This steel collar must be not less than No. 26 United States standard 
gauge and must be flanged and fitted over the chime and into the 
notches of the head in such manner as to give protection to the 
edge of the chime and prevent leakage around the head of the drum. 

5. The heads must be nailed to the body by not less than 6 nails 
(size of nails must be not less than 3d common) passing through 
the fiber sides, through the band of the steel reinforcing sheet, 
through the steel collar, and into the heads. 

6. The method of manufacturing the drums and the materials 
used must be well adapted to producing a uniform product. 

7 The type of drum, when filled with fine dry sand, must be 
capable of withstanding, without leakage, successive drops on its 



606 


Shipping Container Specifications. 

side, end, or chime onto solid concrete from heights of 12, 18, 24, 
30, and 36 inches. 

8 . Each drum must be plainly marked with the words “COM¬ 
PLIES WITH I. C. C. SPEC’N No. 21,” or, if desired, this mark¬ 
ing may be indicated by a symbol consisting of a rectangle as follows: 


I. C. C. —21 


The letters and figures in this symbol must be at least ]/% inch 
high. 

This symbol shall be understood to certify that the package 
complies with all the requirements of this specification. 

When offered for shipment the package must also bear such 
other description as may be required by the I. C. C. Regulations 
for the particular article contained therein. 


; 



607 


Shipping Container Specifications. 


Shipping Container Specification No. 22. 

(See pars. 1531 and 1822 (a).) 

Wooden veneer drums to be used for shipment of inflam¬ 
mable SOLIDS OR OXIDIZING MATERIALS IN BULK WHEN SUCH 
A CONTAINER IS AUTHORIZED, OR FOR THE SHIPMENT OF 
PICRIC ACID, AMMONIUM PICRATE, OR TRINITROTOLUOL. 

Effective October 1, 1914. 


1. Wooden veneer drums purchased hereafter and used for 
the shipment of inflammable solids or oxidizing materials in bulk 
when such a container is authorized, or for the shipment of picric 
acid, ammonium picrate or trinitrotoluol, must comply with the 
following specifications. Until more complete specifications are 
approved, this specification shall apply to drums not larger than 14 
inches in diameter or 21 inches long, outside measurement. 

2 . The body of the drum must be formed of two or more plies 
of wood veneer with a total thickness of not less than h inch. 
The grain of the inner and outer plies must be parallel to the axis 
of the drum, and the joints must be staggered so as to prevent 
leakage or the possible entrance of sparks. 

3. The drum must be held together by at least four wooden 
hoops not less than 2 by 3 5 2 inches in size. Two of these hoops 
must be at the ends of the drum and the other two approximately 
equally spaced between them. The ends of these hoops must be 
fastened together by at least one staple clinched on the inside and 
by at least two additional nails or staples clinched on the inside. 
All of these hoops must be nailed to the body of the drum by nails 
spaced at not greater than 5 inch centers and clinched on the inside. 
The two end hoops must be reinforced by steel hoops not less than 
Y& inch wide and 0.025 inch thick, placed around the wooden hoops 
and securely nailed to them. 

4 . The heads of the drum must be of wood not less than ^ inch 
thick and strengthened by a cleat or batten not less than 2 by 
^ inches nailed across the grain of the head and extending nearly 
across the head. 

5 . The body of the drum must be lined with fiber board or 
strawboard not less than 0.035 inch in thickness made into a tight 
cylinder by gluing the edges together. The ends must be lined 
with fiber board or strawboard not less than 0.055 inch in thickness 
so formed as to just fit in the end of the drum. 

If desired, a stout cloth bag securely closed and of a character 
not to allow sifting of contents may be used in place of the lining. 

6 . The heads of the drum must be held in place by interior 
and exterior lining hoops. The interior lining hoops must have 



608 


Shipping Container Specifications. 

gaskets of thick cloth or other suitable material so arranged that 
the head linings will fit tightly thereon and be held in place by the 
head to prevent leakage. 

7. The method of manufacturing the drums and the materials 
used must be well adapted to producing a uniform product. 

8 . The type of drum, when filled with fine dry sand, must be 
capable of withstanding without leakage, successive drops on its 
side, end, or chime onto solid concrete from heights of 12, 18, 24, 
30, and 36 inches. 

9. Each drum must be plainly marked with the words “COM¬ 
PLIES WITH I. C. C. SPEC’N No. 22,” or, if desired, this mark¬ 
ing may be indicated by a symbol consisting of a rectangle as follows: 

I. C. C.— 22 

The letters and figures in this symbol must be at least 3^ inch 
high. 

This symbol shall be understood to certify that the package 
complies with all the requirements of this specification. 

When offered for shipment the package must bear also such 
other descriptions as may be required by the I. C. C. Regulations 
for the particular article contained therein. 



609 


Shipping Container Specifications. 


Shipping Container Specification No. 23. 

(See par. 1822 (a).) 

Iron or steel jacketed cans for inflammable liquids. 

Effective October 1, 1914. 


CANS. 

1 . Cans jacketed under this specification shall- not exceed 10 
gallons capacity each. 

2 . Cans exceeding 1 gallon and not exceeding 10 gallons capacity 
must be made of metal not lighter than 30 gauge United States 
standard. 

3. Cans not exceeding 1 gallon capacity may be made of metal 
lighter than 30 gauge United States standard, but it must be such 
as will provide proper protection against leakage in transit. 

4. Each completed can must be tested by its manufacturer 
and must not leak air when tested under water with interior air 
pressure of at least 5 pounds per square inch. 

JACKETS. 

5. Jackets must consist of not more than two pieces, each thor¬ 
oughly riveted, welded, or brazed. They must be made of metal 
the minimum thickness of which is not less than No. 20 gauge 
United States standard. 

6 . Tops and bottoms of jackets may be made of either wood 
or metal. 

Wooden tops and bottoms must be made of good sound lumber, 
dry and well seasoned, and must be in not more than two pieces 
tongued and grooved and glued and nailed to jacket flush with 
the top and bottom of the sides of jacket. Nails must be at not 
greater than 2-inch centers. Thickness of lumber in top and bottom 
of the finished jacket must be not less than ^ inch for the package 
of capacity not over 3 gallons and % inch for the package with 
capacity over 3 gallons. 

Metal tops and bottoms must be made of metal the minimum 
thickness of which is full No. 20 gauge United States standard. 

7. The can must be completely covered by the jacket and the 
jacket must be so constructed as to prevent any vertical movement 
of the can inside the jacket. 

8 . The upper part of the jacket must be securely and evenly 
adjusted to the lower part of the jacket with suitable metal lugs 
or other device so as to make accidental removal of the upper part 
of the jacket impossible. 



610 


Shipping Container Specifications. 

9. The type of package must be capable of standing without 
leakage successive drops on its ends or side onto solid concrete 
from heights of 1 foot, 2 feet, 3 feet, and 4 feet. 

10. Each completed package must be plainly and permanently 
marked with words “COMPLIES WITH I. C. C. SPEC’N NO. 
23,” or, if desired, this marking may be indicated by a symbol 
as follows: 

I. C. C.-23 

The letters and figures in this symbol must be at least L 2 inch 
high. 

This symbol shall be understood to certify that the package 
complies with all the requirements of this specification. 

The package when offered for shipment must also bear such 
other description as may be required by the I. C. C. Regulations 
for the particular article contained therein. 




(ill 

Shipping Container Specifications. 


Shipping Container Specification No. 24. 

(See par. 1822 (a).) 

Fl * ER *° ARD ’ PULPBOARD > CORRUGATED STRAWBOARD, OR SOLID- 
FIBER MILLBOARD, CASES FOR THE SHIPMENT OF INFLAM¬ 
MABLE LIQUIDS AS AUTHORIZED BY PARAGRAPHS 
1824 AND 39 OF THE REGULATIONS. 

Effective October 1, 1914. 


1. Fiber board, pulpboard, corrugated strawboard, or solid- 
fiber millboard cases purchased hereafter and used for the ship¬ 
ment of inflammable liquids as authorized by paragraphs 1824 
and 39 of the I. C. C. Regulations must comply with the following 
specifications: 

MAXIMUM SIZE OF CASE. 

2 . No case may have an internal volume exceeding that of a 
20 -inch cube, or 8,000 cubic inches. 

MAXIMUM AUTHORIZED CAPACITY. 

3. The combined capacity of all containers in any case con¬ 
structed of glued-ply fiber board or pulpboard, corrugated straw- 
board, or solid-fiber millboard composed of not less than 50 percent 
sulphite fiber, shall not exceed 8 quarts. 

MARKING. 

4. The outside container must be marked “COMPLIES WITH 
I. C. C. SPEC’N No. 24,” or, if desired, this marking may be in¬ 
dicated by a symbol consisting of a rectangle as follows: 


I. C. C.-24 


The letters and figures in this symbol must be at least l /i inch 
high. 

This symbol shall be understood to certify that the package 
complies with all the requirements of this specification. 

When offered for shipment the package must also bear such 
other description as may be required by the I. C. C. Regulations 
for the particular article contained therein. 

INSIDE CONTAINERS AND CUSHIONING. 

5. Mixed shipments of inflammable and noninflammable 
liquids in the same outside case must be packed the same as would 
be required if they were all inflammable liquids. 

6 . The inside containers must be secure^ closed in such manner 
as to prevent leakage of the liquid during transit. 




612 


Shipping Container Specifications . 

7. Inside containers must not exceed 1 pint capacity each for 
liquids with a flash point below 20° F. or 1 quart capacity each for 
liquids with a flash point from 20° F. to 80° F. 

8 . E^ch inside container must be wrapped separately in single¬ 
faced corrugated strawboard wrappers. If the inside containers 
exceed pint capacity each they must also be separated by double- 
faced corrugated strawboard partitions or packed separately in 
double-faced corrugated strawboard cartons or boxes; provided, 
that containers of not more than 1 ounce capacity each, packed 
in wooden boxes or double -faced strawboard cartons and cushioned 
when necessary to prevent breakage, may be packed in outside 
cases without the wrappers or partitions prescribed above. 

FOR FIBER BOARD, PULPBOARD, OR MILLBOARD 

CASES. 

MATERIAL. 

9. Fiber board or pulpboard used in making fiber board or 
pulpboard cases must be 3-ply or more, all plies firmly glued to- 
gether, # the outer ply waterproofed, and no single ply less than 
0.02 inch in thickness. Solid fiber millboard used in making cases 
must be composed of not less than 50 per cent of sulphite fiber 
and must be waterproofed throughout. 

COMBINED CAPACITY OF ALL CONTAINERS IN CASE NOT OVER 

4 QUARTS. 

10. When the glued-ply fiber board or pulpboard used in mak¬ 
ing cases is not less than 0.08 inch in thickness, having a resistance 
of not less than 200 pounds to the square inch, Mullen test, the 
combined capacity of all containers in the case must not exceed 
4 quarts. 

11. When the solid-fiber millboard composed of not less than 
50 per cent sulphite fiber used in making cases is not less than 0.08 
inch in thickness, having a resistance of not less than 240 pounds 
to the square inch, Mullen test, the combined capacity of all con¬ 
tainers in the case must not exceed 4 quarts; provided, however, 
that the two ends shall consist of scored and flanged solid-fiber 
millboard not less than 0.08 inch in thickness, having a resistance 
of not less than 240 pounds to the square inch, Mullen test, and 
each of these heads or ends shall be reinforced by a straight, un¬ 
flanged piece of solid-fiber millboard of the same thickness and 
strength of the heads or ends. The reinforcing board shall be 
secured to the case ends by metal stitching around the edges and 
through the center, spaced not more than 3 inches apart. 

COMBINED CAPACITY OF ALL CONTAINERS IN CASE NOT OVER 

6 QUARTS. 

12. When the glued-ply fiber board or pulpboard used in making 
cases is not less than 0.10 inch in thickness, having a resistance 


613 


Shipping Container Specifications. 

of not less than 275 pounds to the square inch, Mullen test, and 
an inner mantle of glued-ply fiber board or pulpboard is arranged 
and constructed to closely fit inside the case, this mantle having 
a resistance of not less than 175 pounds to the square inch, Mullen 

test, the combined capacity of all containers in the case must not 
exceed 6 quarts. 

The mantle shall be made in one piece of glued-ply fiber board 
or pulpboard or double-faced corrugated strawboard and shall 
be accurately fitted to the inside of the container with a close-fitting 
edge butt arranged longitudinally along the center of one of the 
sides (not heads) of the case. This flush-edge butt to be located 
approximately midway between the top and bottom edges of said 
side of case. 

13. When the solid-fiber millboard composed of not less than 
50 per cent sulphite fiber used in making cases is not less than 0.08 
inches in thickness, having a resistance of not less than 320 pounds 
to the square inch, Mullen test, the combined capacity of all con¬ 
tainers in the case must not exceed 6 quarts j provided, however, 
that t*he two ends shall consist of scored and flanged solid-fiber 
millboard not less than 0.08 inch in thickness, having a resistance 
of not less than 320 pounds to the square inch, Mullen test, and 
each of these heads or ends shall be reinforced by a straight, un¬ 
flanged piece of solid fiber board of the same thickness and strength 
of the heads or ends. The reinforcing board shall be secured to 
the case ends by metal stitching around the edges and through 
the center, spaced not more than 3 inches apart. 

COMBINED CAPACITY OF ALL CONTAINERS IN CASE NOT OVER 

8 QUARTS. 

14. When the glued-ply fiber board or pulpboard used in making 
cases is not less than 0.10 inch in thickness, having a resistance 
of not less than 275 pounds to the square inch, Mullen test, and 
an inner mantle of glued-ply fiber board or pulpboard or double- 
faced corrugated strawboard is arranged and constructed to closely 
fit inside the case, this mantle having a resistance of not less than 
175 pounds to the square inch, Mullen test, the combined capacity 
of all containers in the case must not exceed 8 quarts. 

The mantle shall be made in one piece of glued-ply fiber board 
or pulpboard or double-faced corrugated strawboard and shall 
be accurately fitted to the inside of the container with a close- 
fitting edge butt arranged longitudinally along the center of one 
of the sides (not heads) of the case. This flush-edge butt to be 
located approximately midway between the top and bottom edges 
of said side of case. 

15. When the solid-fiber millboard composed of not less than 
50 per cent sulphite fiber used in making cases is not less than 
0.09 inch in thickness, having a resistance of not less than 375 
pounds to the square inch, Mullen test, the combined capacity 


614 


Shipping Container Specifications. 

of all containers in the case must not exceed 8 quarts; provided, 
however, that the two ends shall consist of scored and flanged 
solid-fiber millboard not less than 0.08 inch in thickness, having 
a resistance of not less than 320 pounds to the square inch, Mullen 
test, and each of these heads or ends shall be reinforced by a straight, 
unflanged piece of solid-fiber millboard of 0.09 inch in thickness 
and a resistance of not less than 375 pounds to the square inch, 
Mullen test. The reinforcing board shall be secured to the case 
ends by metal stitching around the edges and through the center, 
spaced not more than 3 inches apart. 

TRANSVERSE DIAPHRAGM. 

16. All cases constructed of solid-fiber millboard which is com¬ 
posed of not less than 50 per cent sulphite fiber, that contain more 
than a total of 6 quarts, shall have placed transversely in the center 
of their length a diaphragm or division with scored and flanged 
connection to the sides, top, and bottom of said case. This inter¬ 
mediate transverse diaphragm shall be composed of solid-fiber 
millboard not less than 0.08 inch in thickness, having a resistance 
of not less than 320 pounds to the square inch, Mullen test. 

CUTTING AND SCORING. 

17. The heads of all glued-ply fiber board or pulpboard cases 
must be formed of four laps of length within % inch of short dimen¬ 
sion of head. When the short dimension of head is greater than 
one-half of the long dimension, one of the short-dimension laps 
must be cut at center of case and one of the long-dimension laps 
must be scored in the center to bend over the shortened lap. 

18. Cases constructed of glued-ply fiber board or pulpboard 
or of solid-fiber millboard composed of not less than 50 per cent 
sulphite fiber must be creased, not cut, to produce a reinforcing 
fillet on the inner side of fold. This requirement will apply alike 
to flanged ends and flanged intermediate transverse diaphragms 
as well as to the side members. 

FORMING. 

19. The side lap of glued-ply fiber board or pulpboard cases 
must be at least \Yi inches wide, double stitched, or glued and 
stitched, with flat wire not less than y inch wide and of suitable 
thickness, with stitches spaced not more than 2^2 inches apart. 
Machine used must be capable of driving the wire through the 
fiber board so that the stitching, when completed, will be perfect. 

20 . Cases constructed of solid fiber board composed of not less 
than 50 per cent sulphite fiber where the total contents do not 
exceed 6 quarts shall have the side lap not less than 1 inch wide, 
single stitched with flat wire not less than y inch wide and of 
suitable thickness, with stitches spaced not more than 1 Yz inches 
apart. Machine used must be capable of driving the wire through 


615 


Shipping Container Specifications . 

the solid-fiber millboard so that the stitching when completed 
will be perfect. 

2 L The cases constructed of solid-fiber millboard, composed 
of not less than 50 per cent sulphite fiber where the total contents 
exceed b quarts, shall have .the side lap not less than 1% inches 
wide, double stitched with flat wire not less than y 8 inch wide and 
oi suitable thickness, with stitches spaced not more than 1 V 2 inches 
apart. Machine used must be capable of driving the wire through 
the solid-fiber millboard so that the stitching when completed will 
be perfect. 

22 . Rivets, if equal or superior in strength to the wire stitching, 
may be used. 


CLOSING. 

23. The heads of all glued-ply fiber board or pulpboard cases 
must be closed with animal glue coated on the entire contact 
surfaces. 

24. Gases constructed of solid-fiber millboard composed of not 
less than 50 per cent sulphite fiber must have heads flanged out, 
both flanges being stitched to the case, sides, top, and bottom 
with flat wire not less than Yg inch wide and of suitable thickness 
spaced not more than 1 Y 2 inches apart. The width of flanges on 
heads and diaphragms must be not less than 1 inch, including 
the fillet. 

25. Rivets, if equal or superior in strength to the wire stitching, 
may be used. 


FOR DOUBLE-FACED CORRUGATED STRAWBOARD 

CASES. 

MATERIAL. 

26. Double-faced corrugated strawboard used in making double- 
faced strawboard cases must be made of corrugated strawboard 
with inner and outer facings of fiber board or pulpboard, both 
facings having proper bending qualities, firmly glued to the cor¬ 
rugated sheet, with the outer facings waterproofed. 

COMBINED CAPACITY OF ALL CONTAINERS IN CASE NOT OVER 

4 QUARTS. 

27. When the outer facing of the double-faced corrugated 
strawboard is not less than 0.018 inch in thickness, having a re¬ 
sistance of not less than 85 pounds to the square inch, Mullen 
test, and the inner facing is not less than 0.018 inch in thickness, 
having a resistance of not less than 85 pounds to the square inch, 
Mullen test, the combined board having a resistance of not less 
than 200 pounds to the square inch, Mullen test, the combined 
capacity of all containers in the case must not exceed 4 quarts. 


616 


Shipping Container Specifications. 

COMBINED CAPACITY OF ALL CONTAINERS IN CASE NOT OVER 

6 QUARTS 

28. When the outer facing of the double-faced corrugated 
strawboard is not less than 0.018 inch in thickness, having a re¬ 
sistance of not less than 85 pounds to the square inch, Mullen 
test, and the inner facing is not less than 0.018 inch in thickness, 
having a resistance of not less than 85 pounds to the square inch, 
Mullen test, the combined board having a resistance of not less then 
200 pounds to the square inch, Mullen test, and an inner mantle 
of double-faced corrugated strawboard is arranged and constructed 
to closely fit inside the case, this mantle having a resistance of 
not less than 175 pounds to the square inch, Mullen test, the com¬ 
bined capacity of all containers in the case must not exceed 6 quarts. 

The mantle shall be made in one piece of double-faced corrugated 
strawboard, and shall be accurately fitted to the inside of the con¬ 
tainer with a close-fitting edge butt arranged longitudinally along 
the center of one of the sides (not heads) of the case. This flush- 
edge butt to be located approximately midway between the top 
and bottom edges of said side of case. 

COMBINED CAPACITY OF ALL CONTAINERS IN CASE NOT OVER 

8 QUARTS. 

29. When the outer facing of the double-faced corrugated 
strawboard is not less than 0.018 inch in thickness, having a re¬ 
sistance of not less than 85 pounds to the square inch, Mullen 
test, and the inner facing is not less than 0.018 inch in thickness, 
having a resistance of not less than 85 pounds to the square inch, 
Mullen test, the combined board having a resistance of not less 
than 200 pounds to the square inch, Mullen test, and an inner 
mantle of double-faced corrugated strawboard is arranged and 
constructed to closely fit inside the case, this mantle having a 
resistance of not less than 200 pounds to the square inch, Mullen 
test, the combined capacity of all containers in the case must not 
exceed 8 quarts. 

The mantle shall be made in one piece of double-faced corrugated 
strawboard, and shall be accurately fitted to the inside of the con¬ 
tainer with a close-fitting edge butt arranged longitudinally along 
the center of one of the sides (not heads) of the case. This flush- 
edge butt to be located approximately midway between the top and 
bottom edges of said side of case. 

DETAILS OF CONSTRUCTION. 

30. Each double-faced corrugated strawboard case shall be 
made out of one piece of material. The edge connection of the 
side to the end must be close fitting and be secured by a single 
cloth or sealing strip not less than 2 inches in width and having 
a resistance of not less than 120 pounds to the square inch, Mullen 
test, extending the entire length of the seam and secured by animal 
glue to the box. Double-cloth sealing strips may be used if the 


617 


Shipping Container Specifications. 

inner strip is made not less than 134 inches wide and the outer 
strip not less than 234 inches wide, each cloth having a resistance 
of not less than 60 pounds to the square inch, Mullen test, each 
thickness extending the entire length of the seam, the inner being 
firmly glued to the case, and the outer being efficiently and firmly 
glued to the inner cloth and to the case. 

31. The heads of all double-faced corrugated strawboard cases, 
containing a total of not more than 4 quarts, must be formed with 
four flaps, each pair of flaps butting at approximately the center 
line of the head. Cases containing a total of more than 4 quarts 
but not more than 6 quarts, must have the two inner flaps butt at 
the center line of the head and the two outer flaps each cover the 
entire head. Cases containing a total of more than 6 quarts but not 
more than 8 quarts, must have both inner and outer flaps cover 
the entire area of the head; provided, that cases containing a total 
of more than 4 quarts but not more than 8 quarts may consist of 
two complete double-faced corrugated strawboard cases, one fitted 
closely inside the other, the inner case made of double-faced corru¬ 
gated strawboard having a resistance of not less than 175 pounds to 
the square inch, Mullen test, and the outer case made of double- 
faced corrugated strawboard having a resistance of not less than 
200 pounds to the square inch, Mullen test, fully complying with 
these requirements and specifications, and with the heads of each 
case formed with four flaps, each pair of flaps butting at the center 
line of the head. 

CLOSING. 

32. Heads must be closed with animal glue coated on the entire 
contact surfaces. 

OTHER TYPES OF FIBER BOARD CASES. 

33. Other fiber board cases with flanged heads or ends will 
be approved, provided said flanged heads or ends are composed of 
material having a resistance, Mullen test, 50 per cent in excess 
of that of the sides, with the inner mantle specified under the head¬ 
ing of “fiber board cases.” All heads or ends must have the flanges 
project outward, both flanges being metal sewed to the case, sides, 
top, and bottom. The width of the flange shall not be less than 
1 inch in the clear, excluding the fillet. 

34. Fiber board cases may be fitted with wood frames for the 
heads or ends, but under these conditions the head frames shall not 
be less than by H inch; and the scantlings for fiber board cases, 
top and bottom, shall not be less than those specified for fiber 
board cases, with the exception that the heads shall have a re¬ 
sistance, Mullen test, 50 per cent in excess of that required for 
the sides, top, and bottom, including the inner mantle, wherever 

specified. 

35. Fiber board cases fitted with wood frames on the sides 
or top and bottom longitudinally, or fitted with external battens, 


618 


Shipping Container Specifications. 

will be approved providing the scantlings for fiber board in no 
case exceed that specified for fiber board cases; the strength of 
the mantle whenever specified must be added to that of the sides, 
top, or bottom when the strength of any case described under 
“fiber board cases” is considered. 

36. Fiber board cases complying with the requirements of 
paragraphs 1, 2, 3, 4, 9, 10, 12, and 14 of this specification are ap¬ 
proved when made as follows: 

The body of the case shall be made of one piece and shall be 
closed by a flap, in width not less than one-half the depth of the 
case, this flap to extend from the top of the case down over the 
side and to be firmly glued in place with animal glue after filling 
the case. 

Each head shall be formed of four flaps, fitted to the body by 
flanges. Materials used in the head flap shall be the same thick¬ 
ness and strength as that used for the body. The width of the 
flanges shall not be less than 1 inch, excluding the fillet. The 
flanges shall be metal sewed to the body by stitches of flat wire 
not less than inch wide, which shall not be less than 1 % inches 
apart, center to center. 

The flaps flanged to the sides of the case shall both be the full 
size of the end of the case. 

The flaps flanged to top and bottom of the case may be of gen¬ 
eral triangular shape but must extend from the flange not less- 
than inch along the sides of the case. 

All four head flaps shall be securely fastened together at the 
center of the end of the case by a 1^-inch screw fastener, con¬ 
sisting of metal plug and cap. 


619 


ACT OF MARCH 4, 1909, EFFECTIVE 
JANUARY 1, 1910. 

By an act entitled “An act to codify, revise, and amend the penal 
laws of the United States/' approved March 4, 1909, to take effect 
and be in force on and after the 1st day of January, 1910, the act 
entitled “An act to promote the safe transportation in interstate 
commerce of explosives and other dangerous articles, and to provide 
penalties for its violation,” approved May 30, 1908, is repealed, 
and the following sections of said act to codify, revise, and amend 
the penal laws of the United States are substituted therefor: 

Sec. 232. It shall be unlawful to transport, carry, or convey, 
any dynamite, gunpowder, or other explosive, between a place in 
a foreign country and a place within or subject to the jurisdiction 
of the United States, or between a place in any State, Territory, 
or District of the United States, or place noncontiguous to but 
subject to the jurisdiction thereof, and a place in any other State, 
Territory, or District of the United States, or place noncontiguous 
to but subject to the jurisdiction thereof, on any vessel or vehicle 
of any description operated by a common carrier, which vessel or 
vehicle is carrying passengers for hire: Provided, That it shall be 
lawful to transport on any such vessel or vehicle small arms am¬ 
munition in any quantity, and such fuses, torpedoes, rockets, or 
other signal devices, as may be essential to promote safety in oper¬ 
ation, and properly packed and marked samples of explosives for 
laboratory examination, not exceeding a net weight of one-half 
pound each, and not exceeding twenty samples at one time in a 
single vessel or vehicle; but such samples shall not be carried in 
that part of a vessel or vehicle which is intended for the transport¬ 
ation of passengers for hire: Provided further, That nothing in 
this section shall be construed to prevent the transportation of 
military or naval forces with their accompanying munitions of 
war on passenger equipment vessels or vehicles. 

Sec. 233. The Interstate Commerce Commission shall formulate 
regulations for the safe transportation of explosives, which shall 
be binding upon all common carriers engaged in interstate or 
foreign commerce which transport explosives by land. Said com¬ 
mission, of its own motion, or upon application made by any 
interested party, may make changes or modifications in such regu¬ 
lations, made desirable by new information or altered conditions. 
Such regulations shall be in accord with the best known practicable 
means for securing safety in transit, covering the packing, marking, 
loading, handling while in transit, and the precautions necessary 


620 


to determine whether the material when offered is in proper con¬ 
dition to transport. Such regulations, as well as all changes or 
modifications thereof, shall take effect ninety days after their form¬ 
ulation and publication by said commission and shall be in effect 
until reversed, set aside, or modified. 

Sec. 234. It shall be unlawful to transport, carry, or convey 
liquid nitroglycerin, fulminate in bulk in dry condition, or other 
like explosive, between a place in a foreign country and a place 
within or subject to the jurisdiction of the United States, or between 
place in one State, Territory, or District of the United States, or a 
place noncontiguous to but subject to the jurisdiction thereof 
and a place in any other State, Territory, or District of the United 
States, or place noncontiguous to but subject to the jurisdiction 
thereof, on any vessel or vehicle of any description operated by 
a common carrier in the transportation of passengers or articles 
of commerce by land or water. 

Sec. 235. Every package containing explosives or other dan¬ 
gerous articles when presented to a common carrier for shipment 
shall have plainly marked on the outside thereof the contents 
thereof; and it shall be unlawful for any person to deliver, or cause 
to be delivered, to any common carrier engaged in interstate or 
foreign commerce by land or water, for interstate or foreign trans¬ 
portation, or to cany upon any vessel or vehicle engaged in interstate 
or foreign transportation, any explosive, or other dangerous article, 
under any false or deceptive marking, description, invoice, shipping 
order, or other declaration, or without informing the agent of such 
carrier of the true character thereof, at or before the time such deliv¬ 
ery or carriage is made. Whoever shall knowingly violate, or cause 
to be violated, any provision of this section, or of the three sections 
last preceding, or any regulation made by the Interstate Commerce 
Commission in pursuance thereof, shall be fined not more than two 
thousand dollars, or imprisoned not more than eighteen months, 
or both. 

Sec. 236. When the death or bodily injury of any person is 
caused by the explosion of any article named in the four sections 
last preceding, while the same is being placed upon any vessel or 
vehicle to be transported in violation thereof, qr while the same 
is being so transported, or while the same is being removed from 
such vessel or vehicle, the person knowingly placing, or aiding 
or permitting the placing, of such articles upon any such vessel 
or vehicle, to be so transported, shall be imprisoned not more than 
ten years. 







































